EAA Sport Aviation - November 2010

Then fly the airplane. Trim to your minimum sink rate, and once you’re within 1,000 feet, resume a normal glide for landing, Doug says. If you’re ditching in a river, your best bet is to point downstream to minimize the landing speed. On a small- to medium-sized lake, head into the wind; look for whitecaps, the drift of the airplane, or even smoke along the shore, John says.

On bigger lakes, watch the swells. Land along (that is, parallel) to them, preferably on top. This is your best choice in light winds, John says. If that’s not an option, land in the trough between them. If the wind is stronger, say, more than 15 knots but less than 30, plan for a crosswind landing.

Landing perpendicular to swells should be reserved for only those conditions where the wind is especially potent; in that case, land on its downwind side, so you don’t pitch into the rising face. Review the FAA Aeronautical Information Manual if you want to brush up on this. And if you have the option, land near boats, platforms, or other inhabited structures to expedite your rescue.

MEE T
the PANEL

Checklist: DITCHING PROCEDURES

You’ll probably never get the chance to practice a ditching; that’s why it’s so important to have a thorough ditching checklist. If you don’t have one in your pilot operating handbook already, here’s a suggestion from John Heiler of Pro Aviation Safety Training.

HOW DO I SET IT DOWN?

Ditchings are rare, so there are few hard-and-fast rules. Unless your pilot operating handbook (POH) says differently, slow to 5 or 10 knots more than your stall speed, John says. From there, it depends on what you’re flying. A retractable-gear aircraft should ditch gear up, and you should fly it onto the water in a 200- to 300-fpm descent, John says. With fixed-gear, Amy recommends trying to make a full-stall landing so the tail smacks first; that way, you won’t plow the gear into the water, which may cause you to flip.

Before then, though, open a door, and jam something into the gap—again, unless your POH says otherwise, John says. Make sure loose articles are stowed so they don’t wedge somewhere inconvenient, and unplug and stow your headsets so you don’t get tangled.

When you’re approaching touchdown, brief your passengers to tighten their seat belts and lock their shoulder harness inertial reels. Advise them to brace; usually, that’s upright in their harnesses. If they want to grab something, they can cross their arms and grab their shirts, John says. If they grab part of the airplane, they could break their wrists.

High-wing aircraft are typically ditched with flaps deployed, unless that prevents you from opening the doors. Low-wing aircraft are typically ditched without flaps. In both cases, avoid dragging a wing, and as you touch down, pull back to keep the nose up, like a soft-field landing, Doug says. If the airplane skips, keep flying. When it stops, prepare to go, and ignore the water that may be rushing through your windscreen.

 Transmit mayday with location, altitude, course, and speed.  Fly the aircraft. Fly minimum rate-of-descent or best endurance speed. At 1,000 feet, trim for a normal approach speed.  Set your transponder to 7700.

 Turn on your ELT.

 Configure the aircraft for ditching. High-wing aircraft should be ditched with full flaps to reduce speed. Low-wing aircraft should not extend flaps. Retract landing gear. Make a shallow approach over the water at 5 to 10 knots above stall. Avoid a full stall prior to ditching.

 Brief passengers.

 Don life preservers if not already wearing them.

 Unlock or open exits.

 Secure loose articles. Unplug and stow your headsets.

 Lock seat belts.

 Close ram-air vents.

 Locate a landing area, considering swells.

 Brace for impact.

 Exit aircraft.

For a printable checklist go to www.SportAviation.org.

DO WHAT? GET ME OUT OF HERE. NOW.

Calm down. Once the airplane stops, release your seat belt; find it by sweeping a hand to your hip. Second, grab a reference point. Third, find the door; aim low and run your hand up to the latch, Doug says. When the door opens, pull yourself out. Don’t kick; unless you’re solo, someone may be behind you. Once out, head to the surface, put a hand over your head to protect yourself from pointy airplane parts, and inflate your PFD, he says.

In a high-wing airplane, you may have to wait until the airplane floods before you can open the door. “Calm yourself,” Doug says. “There’s plenty of time to get out, as long as you don’t panic.” You can hasten the process by opening vents. On aircraft with a canopy, you might also use a window punch, Amy says.

Get clear of the aircraft, gather together, and take a head count before you inflate the raft; otherwise it may drift away without someone, Doug says. Deal with your first aid issues, and prepare to wait. You’re safe.

You earned that sigh of relief.

John Heiler is a former Sea King helicopter crew commander and Canadian Coast Guard pilot. He’s chief instructor of Pro Aviation Safety Training, which teaches aircraft ditching and survival in Surrey, British Columbia.

Aviation journalist Amy Laboda ditched her Cessna 210 on June 14, 2001, during a climb-out from Key West, Florida, on the Cayman Caravan, when her engine failed.

Doug Ritter is a consultant and speaker on survival equipment and practical survival techniques. He publishes the website Equipped To Survive, www.Equipped.com.