by Dale Nielsen
Last month’s column discussed power loss and what makes a good, or
acceptable, forced approach area. The best scenario is to plan and execute each
flight along a path of suitable landing areas. This is not always possible. When
we don’t have a choice but to put the aircraft down into the trees or the
water. Are you prepared? Probably not.
Forced approaches into trees or water are not often discussed in flight training
schools. Aircraft flight manuals sometimes discuss ditching only. If your
aircraft flight manual has a section on ditching, read it and follow its
recommendations.
DITCHING
If water is your best (or only) choice for a forced landing, set up the
approach into wind unless this approach will take you into large swells. If
there are large swells, land in a trough parallel to them. Most manuals
recommend you set up a rate of descent on final approach and fly it right onto
the water.
Resist the temptation to raise the nose and stall on the water. Unless the
aircraft is loaded very near the aft centre of gravity, the nose will likely
pitch forward at the stall, and the aircraft will flip over rather violently.
The aircraft may flip over even if you fly it onto the water at the recommended
rate of descent, but it will do so less rapidly, with less chance of injury.
An FAA study regarding incidents of aircraft flipping over during ditching and
sinking, showed it didn’t matter much if the aircraft is high wing, low wing,
gear down or gear retracted. The results in all cases were similar.
Passengers seem to have a high mortality rate in ditchings. They are less
familiar with the seat belt system, and more apprehensive in general, than the
pilot. When hanging upside-down in a sinking aircraft, passengers are very
likely to be disoriented and panic stricken and will have difficulty getting the
seat belt undone. The seat belt buckle may be embedded in the passenger’s
flesh or loose clothing, or may be hidden under a life jacket, and will be
difficult to access. Passengers flailing about or injury to the pilot can make
it all but impossible for you to help them.
Prepare passengers to help themselves as part of your pre-flight briefing. If
there is a chance of a forced landing in water, tell the front seat passenger to
move his/her seat as far back as it will go, and tell all passengers to
retighten their seat belts and shoulder harnesses. You want the passengers seat
as far from the instrument panel and controls as possible to avoid injury.
Everything heavy or sharp in the cabin should be secured. Tell the right seat
passenger that you will call for them to open their door on final approach
during a forced landing. It may not be possible once in the water to open the
doors with the water pressure against them or if the aircraft frame has twisted.
Tell the right seat passengers to place their right hands flat over the seat
belt buckle, and left seat passengers to place their left hands over the seat
belt buckle. Their other hand should be used to cover their head or to brace
themselves. When the order is given to release the seat belts, the passengers
need only to curl the fingers and pull the buckle release.
All this can be reviewed during a forced approach if there is time.
What about life jackets? Do you wear one? Do you insist passengers wear theirs
on flights where a forced landing on water is a possibility? Have you ever tried
to put on a life jacket while seated in a confined area and deadstick flying an
airplane? It isn’t easy. It’s even harder when the cabin is filling with
water.
Courses are now available that will give you practical experience in a ditching
situation. They are highly recommended for anyone who spends time flying over
water on wheels or floats.
(Editor’s note: For courses, contact: in the west, Underwater Aviation Egress, Tel.: 250-704-6401; in the east, Aviation Survival Systems, Tel.: 902-465-3888.)
BUSH BOUND
The thought of landing in the trees is just as scary. If we avoid thinking
about it, we reduce our chances of survival in the event that this is our only
choice. Fly the recommended glide speed right into the trees. Do not stall the
aircraft just above the trees. If you stall the aircraft, you will hit the
ground vertically at the stall speed. Tree branches will not slow a vertical
descent much and our bodies are not designed to tolerate a sudden stop at that
speed.
If you hold the glide speed right into the trees, the trees will slow the
aircraft rapidly to a speed well below the stall speed. It will undoubtedly be a
wild ride, but the aircraft will likely contact the ground at a considerable
slower speed than if it had stalled in. The injuries from this type of approach
seem to be much less severe.
In preparation for this approach, the same passenger briefing should be given as
for a water landing. The airframe will almost certainly be twisted so the doors
must be opened in the air. You have no idea in what attitude the aircraft will
come to rest, so placing the appropriate hand on the seat belt buckle may make
it much easier to begin the egress from the aircraft.
Don’t get complacent when flying in remote areas. Always have an idea of where
you are and where you could put down if engine quits suddenly. The trees should
be the last choice.
In the case of either a water or tree landing, tell someone where you are and
what you are doing. If you have just communicated with an ATC or FSS unit,
broadcast your "MAYDAY" on that frequency. If you are well out over
the water or in a designated "Sparsely Settled Area", broadcast on
121.5. In most other parts of Canada pilots monitor 126.7, and another pilot
listening on 126.7 can relay your message. If your aircraft is transponder
equipped, select 7700. Whether or not someone hears your distress call, ATC may
pick up the 7700 transponder signal and send help.
If you think about every eventuality ahead of time you will be prepared when the
worst case occurs. You, as the pilot, can influence the outcome of any
emergency. Make it a positive influence.
Dale Nielsen is an ex-Armed Forces pilot, charter pilot and air service operator. He freelances as a corporate pilot and Class 1 flying instructor from his home in Winlaw, B.C.
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