Hints on Crashing/Ditching

The skill and performance of the flight crew is a key factor in any Crashing/Ditching maneuver

“When the engine stops, the insurance company owns the airplane”.
So use the plane to your advantage to absorb the impact forces.

The destructionof the aircraft is accepted, provided the crew and passengers can safely escape and be rescued.

Thus, the most important issue in Crashing/Ditching is to minimize the kinetic energy.

YOU decide on your speed, but physics decides whether you live or die.

Disclaimer

The information contained on this page is for general information purposes only. The information is provided by Rod Lovell and while I endeavour to keep the information up to date and correct, I make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the page or the information, products, services, or related graphics contained on the page for any purpose. Any reliance you place on such information is therefore strictly at your own risk. In no event will I be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this Page.
Your Aircraft Flight Manual, Operations Manual or Pilot’s Handbook, may have information on this emergency procedure.

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To even consider that ditching is the best decision, is totally foreign to a General Aviation pilot and the commitment to believe that you have sufficient skill and expertise would most likely scare off any further thoughts of going down that path!

I can think of a few fatal accidents where if I had been the Captain, I would have seriously considered ditching the aircraft as an option. Pilots, through company operations manuals, should be given this option.

Having been trained in both the military and airline system, where Operations Manuals are the Bible, I am saddened, but understand, when some crews dare not think outside the square if an unusual situation arises.

We might do well to practice ditching and practice multiple engine failures more often. They do not realise the training is for the approach to the water. Once the plane has contacted the water the Pilot has very little control over it.

I encourage pilots to research what I have said and practice it in a simulator—it is not easy. In my opinion, after listening to numerous accident reports, this ditching option is never even considered by the pilots.

The 21st century is seeing the phasing out of four-engined aircraft which are being replaced with the more economical two-engined aircraft.

As a pilot who has thousands of hours flying P-3 Orion aircraft over great expanses of water, we used to practice ditching (using a simulated sea level of say 2,000ft or 5,000ft etc). And also as one who is a member of the Goldfish Club (having carried out a successful ditching), I believe I have the right to comment.

What is important is the approach. Ditch parallel to and near the crest of the swell unless there is a strong crosswind. If there is a strong crosswind, ditch into the wind, making contact on the upslope of the swell near the top. Wave motion is indicative of wind direction, but swell does not necessarily move with the wind. Conditions of water surface are indicative of wind speed.

Approach Technique
In order to attain optimum impact conditions, adjust power during the final stages of the approach to maintain a steady rate of descent of 100 FPM at ditch speed, preferably for the last THREE minutes. Establish the final approach configuration early. The most favourable touchdown altitude will result from flying the configuration, rate of descent, and airspeeds recommended in this section. If the aircraft bounces on initial contact, keep the nose up.

The ditching speed is so important. Try to ditch at Vs +10 kts or 1.1Vs, whichever is the higher. Because, Kinetic Energy is calculated as half of the object’s mass multiplied by the velocity squared. That is why it is so important to impact terra firma or the water at the lowest safe velocity.

Optimum configuration is Landing gear..UP, Flaps….Full (except possibly on low wing light aircraft).

If power is not available, establish best glide speed (best lift over drag speed) and accept the resulting rate of descent. In both cases, just above the water, flare to the manufacturer’s recommended touchdown attitude and hold that attitude to (and during) the touchdown, preferably at Vs+10kts. Remember that the flare height will be slightly lower than for a normal landing because the gear is retracted. It is imperative that the aircraft be flown onto the water and NOT stalled.

I suggest you try this in the training area at a safe altitude or in the simulator. It is hard.