Crossing the English Channel in a SEP
Join Date: May 2001
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"I have no idea what the fig is for whatever PA28 you fly"
I dont - fly a PA28 that is, but so many do it, it seemed a good example.
However, I agree the risk on any short crossing is so small that if you worried about it I suspect you would never fly over water.
However, the discussion about exposure may make some think about longer crossings - I know I do.
I dont - fly a PA28 that is, but so many do it, it seemed a good example.
However, I agree the risk on any short crossing is so small that if you worried about it I suspect you would never fly over water.
However, the discussion about exposure may make some think about longer crossings - I know I do.
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I think every overwater trip deserves it's own appraisal on what survival gear to take bearing in mind comfort and practicality against risk. Main factors to consider are type of A/C, POB, distance of crossing, time off year, sea state / weather conditions (vis etc) on DOF.
Personally in the arrow, I would just take a raft and PLB on channel crossings etc up to 75nm overwater in the summer on a fine day with pob's. But the same crossing in the winter or in bad weather where we may not be found for much longer survival suits would be a good idea. If I was crossing the North Sea by myself direct from Newcastle to Texel in the winter/spring I would definately have a raft, survival suit and PLB/ELT as a minimum.
Personally in the arrow, I would just take a raft and PLB on channel crossings etc up to 75nm overwater in the summer on a fine day with pob's. But the same crossing in the winter or in bad weather where we may not be found for much longer survival suits would be a good idea. If I was crossing the North Sea by myself direct from Newcastle to Texel in the winter/spring I would definately have a raft, survival suit and PLB/ELT as a minimum.
Join Date: Aug 2004
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X channel - wind speed and direction
First I must say that I am not well qualified to post on this thread - am still to go further over water than the Thames Estuary. That said I would consider ditching in water as a real last option and don't warm to the idea in the slightest. I would certainly put out a Mayday straight away if the engine failed.
As for planning the route and altitude I would pay really close attention to wind speed and direction so that I knew with as much accuracy as possible gliding distance in any one direction to a possible dry landing spot, trying to remember that the wind decreases (generally) as you get lower. That said if there was a very strong headwind that might warrant a lower altitude.
As for planning the route and altitude I would pay really close attention to wind speed and direction so that I knew with as much accuracy as possible gliding distance in any one direction to a possible dry landing spot, trying to remember that the wind decreases (generally) as you get lower. That said if there was a very strong headwind that might warrant a lower altitude.
Join Date: Nov 2006
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thanks chuns it does help.
The list you give is quite extensive - e.g radar reflector. I would be interested in your comments on a typical Light Aircraft liferaft and its bits. Remember we typically have a small door with which to espace and carry the life raft thru.
(see http://www.survivalproductsinc.com/fourman.htm)
The list you give is quite extensive - e.g radar reflector. I would be interested in your comments on a typical Light Aircraft liferaft and its bits. Remember we typically have a small door with which to espace and carry the life raft thru.
(see http://www.survivalproductsinc.com/fourman.htm)
If you were not to carry everything I suggested, it does not mean that you won't survive, it is just that you are making certain. How many of us have said "I wish I'd....etc" because we'd decided not do something that we came to realise we needed to have done?
Remember the two criteria - 1. Survive. 2. Be found. Enhance the liklihood of both.
I had a look at the raft you indicated. The words "unapproved" jumped off the page at me, but equally it may not meet some technical standard that is irrelevant. I would say anything is better than nothing, it certainly is small and light.
You mention in your priority list a survival suit at #3. If we are still considering the Channel, and your raft has TPAs, you don't really need one.
And to all of the posters on this forum - what a nice bunch of people you are, a pleasure to engage with, and to debate a serious topic. If ever I can help in any other way, do contact me - I am easily found at the RNLI.
I also had a couple of offers to join members on a flight - thank you, I'd love to be able do that.
All the best
Peter
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What I can tell you is that on average, over the last 10 years we record launches to 24 incidents around the UK, Channel Isles, and Ireland per year. When you strip out "stood by" where we launch in case a situation develops, and "others coped" where the situation resolves itself, we are left with 11 launches a year.
I was very surprised how high that number is.
Peter
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I ALWAYS take a knife, if the life raft inflates accidentally while it’s still in the A/C you could be in serious trouble. I’ve often flown the VFR route from IOW to Cherbourg. Seriously recommend having an IMC rating even on the CAVOK days it can be very disorientating .
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chuns firstly, thanks for taking your time to bring an a hands on lifesaving perspective to this thread. Secondly, is the annual average of 24 launches for all causes or only aviation related incidents?
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I would presume aviation only as Shetland can do that in a fortnight.
www.rnli.co.uk
They have a rather nice map showing whats working. I haven't yet looked at it without scotland being red.
www.rnli.co.uk
They have a rather nice map showing whats working. I haven't yet looked at it without scotland being red.
Join Date: Sep 2006
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Nice one Jock, had a look at the map. relevant question, how many times have you looked at it & seen the channel bit red? Seems like it is safer to cross the Channel than the Forth estuary.
A common theme in ditching stories is difficulties getting the raft out, secured to the a/c or a body, inflated and boarded. Getting into the raft does not always happen
In selecting a raft, you do want to know what it's like to board in open water -- some are much better than others.
It might help to practice the evacuation and raft deployment on the ramp without inflation so that everybody understands who does what when. Perhaps if the raft is due for servicing, you may want to take the opportunity to inflate it and even have a swim. Check with the servicer on what's needed to repack it.
Thermal protection gives you a longer time of capability for the effort required to get into the raft and vastly improves your chances if you don't.
PLB, strobe, signal mirror, smoke flares all belong on your person.
So do I have this kit when I make my favorite water crossing from the Bruce Peninsula to Manitoulin Island? Nope -- I just fly it at 9500' and am always within gliding distance to shore
In selecting a raft, you do want to know what it's like to board in open water -- some are much better than others.
It might help to practice the evacuation and raft deployment on the ramp without inflation so that everybody understands who does what when. Perhaps if the raft is due for servicing, you may want to take the opportunity to inflate it and even have a swim. Check with the servicer on what's needed to repack it.
Thermal protection gives you a longer time of capability for the effort required to get into the raft and vastly improves your chances if you don't.
PLB, strobe, signal mirror, smoke flares all belong on your person.
So do I have this kit when I make my favorite water crossing from the Bruce Peninsula to Manitoulin Island? Nope -- I just fly it at 9500' and am always within gliding distance to shore
