LT Mike Hauschen

HC-130 Safety Officer

Coast Guard Air Station Clearwater

Background

1995 Academy Graduate

95-97 Deck Watch Officer aboard CGC HARRIET LANE

97-99 Navy Flight School

99-Present Air Station Clearwater

HC-130 Aircraft Commander

1500 Flight Hours

Flight Preparation

Weather checksVisibility/Clouds (VFR airspace

requirements?)Severe weather (added distance to divert)En route WX - winds Destination WX (+/- 1hr) (VFR vs. IFR

requirements)

Flight PreparationWeight & Balance Calculate for non-standard configuration

Performance Fuel burn Range

Route planning Glide distance Altitude (Ground Speed vs. Fuel Flow) Navigation

Flight Preparation

Communication IFR (airspace requirements, lost comms)VFR Flight Following

Multi-Engine OperationsAvoid complacencySingle-engine performance

RangeSingle engine service ceiling

Equal Time Point (ETP)

Time required to return to last suitable airfield is equal to time required to proceed to next suitable airfield is equal.

Calculate assuming aircraft emergency; consider wind & TAS at lower altitude

Navigation

Equal Time Point (ETP) & Wet Foot Print

Distance to ETP = Distance x GS (return) GS (return) + GS (cont)

Example #1

Flight from LAL to EYW

Assume no fields in between

Fuel Endurance: 2 + 30

Weather: severe clear

TAS: 100 kts

Wind component for continuing: +20kts

Wind component for returning: -20kts

Example #1(cont)

LAL to EYW: 200 NMETP = 200 nm x 80 kts (return) = 80 NM 80 kts (return) +120 (cont) Time to return = 80 nm = 1 hour 80 kts

Example #1 cont.

Calculate fuel remaining at the ETP. (1+30)

Subtract descent, approach and landing fuel requirements (assume 0 + 20)

Calculate the amount of flight time available with fuel remaining vs. time to land (for this example, times are equal) If the flight time remaining is less than the time to

return, the flight has a “wet footprint” – make the necessary adjustments in fuel load, route or cancel the flight.

Example #1 cont.

So, time remaining is equal to time to return, so we are O.K., right??

NOT TRUE. Remember, fuel reserves. So, in this case, an adjustment to route, fuel load, or flight must be cancelled.

What if time remaining was 30 minutes longer? (Then need to look at IFR mins vs. VFR mins)

Point of Safe Return (PSR)

Farthest point along a route to which the aircraft can go and still safely return to last suitable field, with Holding, Approach, and Landing fuel remaining

Very useful in Coast Guard Search and Rescue planning (Time on scene available)

PSR

Formula Time to PSR = T Ground speed returning from PSR = GSR

Ground speed outbound to PSR = GSO

Total fuel endurance in minutes = F (minus reserve fuel)

T = GSR x F GSO + GSR

Ditching

Review ditching technique before engine quits!

Ditch near surface vessel

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Blue WaterInshore 88%

survival

Blue WaterOcean 82%

survival

Lakes 87%survival

Rivers 93%survival

Where Ditchings Occur

Egress Rate vs. Survival Rate

Egress – one or more occupants safely exited the aircraft

Survival – all occupants were rescued or swam to shore

Survival rate – 88% overall

Egress rate – 92%

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Highwingtotal

Highwingfatal

Lowwingtotal

Lowwingfatal

High Wing vs. Low Wing

Will the airplane float long enough for everyone to get out?

Study of ditchings does not provide data determine “typical” float times.

Out of 179 ditchings, there were only 7 instances where occupants didn’t escape.3 of these were high wave conditions in the

open sea.

Multi-engine Ditchings

Multi-engine aircraft ditch at a rate equal to their single engine counterparts. In the study of 179 aircraft ditchings, 29 (16%) involved

multi-engine aircraft. This equates roughly to the 15% of multi-engine aircraft that make up GA fleet.

Increased exposure due to greater over-water flight.

No one is immune!

Ditch Heading

Ditch parallel to swell – maximize headwind componentWith strong secondary swell, compromise between pri & sec swells and land on the back side of waveWind 30-50 kts – choose compromise between primary swell and head windWind > 50 kts, land into wind

Approach to Water

Choose power on ditching if able Set power to maintain 10 kts above stall. Multi-engine w/ power to one side – fly slightly

higher approach speed. Nose-high attitude (flaps may not be advisable.

Power-off ditching Fly higher than normal approach speed.

Touchdown

Reduce power, land slightly above stall speed

Land parallel or on the backside of the swell

Touchdown with wings trimmed to surface of the sea – not the horizon

Remove crab angle if able

Ditching at Night, IMC, or Glassy water

Set 10 deg nose up attitude

100 fpm descent rate

Ditch wings level

Pre-Ditching Checklist

Ditch near a surface vessel if able. Determine appropriate ditch heading. Review ditching technique. Depressurize aircraft (if applicable). Configure aircraft – gear up, flaps as req’d Place survival equipment in accessible location Fasten/lock seat belt harness. Unlatch main cabin door. Ensure alternate exits are accessible (if able)

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High wingtotal

High wingfatal

Low wingtotal

Low wingfatal

High Wing vs. Low Wing

Will the airplane float long enough for everyone to get out?

Study of ditchings does not provide data determine “typical” float times.

Out of 179 ditchings, there were only 7 instances where occupants didn’t escape.3 of these were high wave conditions in the

open sea.

Multi-engine Ditchings

Multi-engine aircraft ditch at a rate equal to their single engine counterparts. In the study of 179 aircraft ditchings, 29 (16%) involved

multi-engine aircraft. This equates roughly to the 15% of multi-engine aircraft that make up GA fleet.

Increased exposure due to greater over-water flight.

No one is immune!

LT Adam Nebrich

HC-130H Copilot

Coast Guard Air Station Clearwater

Communications Officer

COSPAS-SARSAT SYSTEM

SARSAT polar orbiting satellites circle earth every 1 and 40 minutesCOSPAS (Russian) satellites orbit earth every 1 and 45 minutesView area of surface approx 2,500 miles in diameter as they orbitOn board antennas detect emergency signals (406 MHz and 121.5 MHz) & relay to ground stations

COSPAS-SARSAT SYSTEM

Overfly poles on each orbit

Coverage best there

Poorest near equator

In mid-latitudes, average waiting time for a satellite pass is approximately 30 - 45 minutes

GOES Satellites

Geostationary Operational Environmental Satellites (GOES)

Stationary orbit at equator

Primarily weather satellites

Also carry 406 MHz receivers

Can see large portion of surface

Can’t fix position of signal source

GOES Satellites

Can relay 406 MHz signals to ground stations

If registered, can use info to locate vessel/aircraft & determine nature of distress

Can then mobilize SAR resources while waiting for polar satellite to fix position

Distress Beacons

Variety of shapes & sizes

Battery powered

406 & 121.5 MHz

Cospas-Sarsat satellites designed for global reception of 406 MHz

Will track 121.5 MHz only if in range of beacon & ground station simultaneously

Distress Beacons

121.5 MHz signal designed for alerting overflying aircraft (good homing signal)

406 MHz Signal not suitable for homing

All 406 MHz beacons also transmit a 121.5 MHz homing signal

121.5 & 406 MHz Differences

406 is digital; stored aboard satellite for later relay to next available ground station = global capability

121.5 is analog; not stored aboard satellite. Satellite must see beacon & ground station simultaneously for 121.5 signal to be detected

121.5 & 406 MHz Differences

406 contains info unique to each beacon; provides link to registration data base. Speeds response time.

121.5 is not capable of encoding info

Search area and response121.5 MHz ELT

Pos. Accuracy: 12 nm

Search area: 452 sq nm

Notification: 6 hr avg.

406 MHz ELT

Pos. Accuracy: 2 nm

Search area: 12 sq nm

Notification: 1 hr avg

406 MHz w/ GPS

Pos. Accuracy: 0.05 nm

Search area: 200 yards

Notification: 5 minutes

406 MHz ELT Registration

Mandatory, free, quick

Will save your life

Primary & alternate points of contact

N number, make, model, color, capacity, & home airport/FBO

Stored securely (USMCC) & used for SAR purposes only

406 MHz ELT Registration

Decal is issued; must be affixed to side of ELT

FAA ramp check requirement

Registration forms:

888-212-SAVE

www.sarsat.noaa.gov

False Alarms!

Majority of alerts are false alarms

121.5 MHz: 1 distress per 1000 alerts

406 MHz: 1 distress per 8 alerts

4 of 5 406 MHz alerts are resolved with a phone call

Reducing 121.5 False Alarms

Mount beacon properly

Maintain fresh batteries

Disconnect battery when shipped or discarded

Be familiar with operating instructions

Test beacon only during first 5 minutes of hour, limit transmission to 3 sweeps

Reducing 406 False Alarms

Test IAW manufacturer’s instructions

Turn OFF before removing from bracket

Mount in accessible place, but as out-of-the-way as possible

Brief PAX & crew on operation

Mount with decal visible

Location Protocol Beacons

Newest technology406 MHz beacon digital transmits ID & position with up to 100m accuracyAllows geostationary satellites to combine immediate alert with precise locationPolar satellites are also capable, providing global coverage

The Future of 121.5/243 Beacons

Satellite processing of 121.5/243 MHz beacons will terminate in 2009.

Decision based in response to problems with false alerts.

Summary

Thorough pre-flight planning is essential

Ditchings are highly survivable.

Ditching - Aviate, Navigate, Communicate

Survival - life jackets and signaling devices

Register your ELT’s