EAA Sport Aviation - November 2010

70-80° Over 80°

Time to Exhaustion or Unconsciousness

Less than 15 minutes

15-30 minutes

30-60 minutes

1-2 hours

2-7 hours

3-12 hours indefinite

Survival Time

45 minutes

30-90 minutes

1-3 hours

1-6 hours

2-40 hours

3 hours to indefinite indefinite

SOURCE: University of Minnesota Sea Grant program.

As part of emergency egress training,
pilots should learn and practice the tech-
niques that make the difference between safe
egress and the end of the story. Such courses
teach proper seat belt positioning and prepa-
ration that make it less likely that we will be
injured in a ditching, and more likely that we
will find and operate the release. Physical ref-
erencing techniques that help us maintain
orientation as we attempt to egress are critical
to survival. Perhaps the most important ben-
efit of the training is the psychological edge of
having “been there and done that.”
The challenges of ditching and egress
highlight the prudence of avoiding the situa-
tion, especially when water temperatures
are low.

BACKYARD DANGERS

It’s easy to overlook the water hazards often found nearby on the approach or departure. Even a pond, river, or canal can be difficult to avoid when an emergency arises at low altitude. Here again, consider minor adjustments to routine procedures that might mitigate the risks. On an overwater arrival, fly higher than normal to maintain gliding distance to the runway, or adjust the pattern entry to maintain a safe position. On a departure over water, consider an early turnout, climbing at best angle (Vx ) or best rate (Vy), or gaining altitude over the airport before setting off across the water.

GLIDING TO SAFETY

One way to hedge our bets on an overwater flight is to maintain an altitude from which we can glide to shore. For a typical light aircraft, we’ll need at least 1,000 feet of altitude for each mile we venture from shore. The pilot’s operating handbook can usually give us some guidance, but a number of variables can increase the altitude requirements.

When planning an overwater route, consider if there are reasonable landing areas at the nearest shore. Consider the effects of aircraft weight, density altitude, and winds aloft on the glide distance. If a problem develops, immediately head for shore and configure for the best glide at the current weight.

In many cases, a slight change in our route can improve safety dramatically. Rather than a straight line over the water, we can often opt for a dogleg route that might cost us an extra few minutes, but avoids the prospects of swimming if the situation runs amok.

DON’T FOOL YOURSELF

Ditching isn’t the only concern in flights over water. Water crossings, especially in reduced visibility or at night, provide ample opportunity to wrestle with visual illusions. Even in visual flight rules conditions, the lack of visual cues and references over water can make it difficult to keep the shiny side up unless flying by instruments.

Even if the chances of an engine failure or other emergency are no greater when flying over the water than when flying over land, we should always look at the consequences that would follow such an event. With careful forethought and planning, we can make better choices than simply being legal, and navigate closer to safety.

Robert N. Rossier, EAA 472091, has been flying for more than 30 years and has worked as a flight instructor, commercial pilot, chief pilot, and FAA flight check airman.