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Which of the following may force an aircraft in flight into a ditching situation?
  • A
    The loss of cabin pressurisation when flying above 18000 feet.
  • B
    An engine failure on a two-engined aircraft.
  • C
    The discovery of a suspect device on board believed to be a bomb.
  • D
    A smoke, fire, or fumes situation that becomes uncontrollable.

DITCHING

Ditching an aircraft into the sea, a river, or a lake, is a manoeuvre that, by definition, cannot be practiced and may be extremely hazardous. It is only contemplated when no other realistic option remains in an emergency. It may be because there is a growing fire onboard and/or it is not possible to reach a runway, or succeed with an approach to those runways within reach and the situation does not favour or even allow an attempt at an off-airport forced landing.

=> Out of the available options, an uncontrollable fire will force the aircraft to land as soon as possible. All remaining options offer the possibility to continue flying to attempt landing at an off-airport.


The following is a list of generally accepted considerations and techniques for ditching:
  • Power On. If there is a choice in the matter, power on is preferable to power off for ditching. Use of power allows more control of both the rate of descent and point at which touchdown is made.
  • Reduce Aircraft Weight. A lighter aircraft allows a lower approach speed and will probably remain afloat higher in the water and for longer thus facilitating occupant evacuation. Burning off or dumping fuel also has the advantage of increasing buoyancy in some aircraft types by creating a larger air mass held within the fuel tanks.
  • Configuration. Gear up is the optimum configuration for ditching. Most manufacturers recommend the maximum deployment of available slats/flaps is desirable to minimise approach speed.
  • In ideal conditions (smooth water or very long swells) land into the wind. This will ensure the minimum possible touchdown speed and help minimise impact damage. Where the swell is more marked, it may be advisable to ditch along the swell accepting a crosswind component and the higher touchdown speed, thus minimising the potential for nosing into the face of the rising swell. The best touchdown point is on the top of the swell with the second best on the back of the swell. Aim to remain well clear of the advancing face of the swell.

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