1. LT Mike Hauschen HC-130 Safety Officer Coast Guard Air Station Clearwater

2. 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

3. Flight Preparation Weather checks Visibility/Clouds (VFR airspace requirements?) Severe weather (added distance to divert) En route WX - winds Destination WX (+/- 1hr) (VFR vs. IFR requirements)

4. Flight Preparation Weight & Balance Calculate for non-standard configuration Performance Fuel burn Range Route planning Glide distance Altitude (Ground Speed vs. Fuel Flow) Navigation

5. Flight Preparation Communication IFR (airspace requirements, lost comms) VFR Flight Following Multi-Engine Operations Avoid complacency Single-engine performance Range Single engine service ceiling

6. 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

7. Navigation Equal Time Point (ETP) & Wet Foot Print Distance to ETP = Distance x GS (return) GS (return) + GS (cont)

8. 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

9. Example #1(cont) LAL to EYW: 200 NM ETP = 200 nm x 80 kts (return) = 80 NM 80 kts (return) +120 (cont) Time to return = 80 nm = 1 hour 80 kts

10. 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.

11. 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)

12. 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)

13. PSR Formula Time to PSR = T Ground speed returning from PSR = GS R Ground speed outbound to PSR = GS O Total fuel endurance in minutes = F (minus reserve fuel) T = GS R x F GS O + GS R

14. Ditching Review ditching technique before engine quits! Ditch near surface vessel

16. 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%

18. 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.

19. 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!

20. Ditch Heading Ditch parallel to swell – maximize headwind component With strong secondary swell, compromise between pri & sec swells and land on the back side of wave Wind 30-50 kts – choose compromise between primary swell and head wind Wind > 50 kts, land into wind

21. 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.

22. 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

23. Ditching at Night, IMC, or Glassy water Set 10 deg nose up attitude 100 fpm descent rate Ditch wings level

24. 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)

26. 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.

27. 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!

28. LT Adam Nebrich HC-130H Copilot Coast Guard Air Station Clearwater Communications Officer

29. COSPAS-SARSAT SYSTEM SARSAT polar orbiting satellites circle earth every 1 and 40 minutes COSPAS (Russian) satellites orbit earth every 1 and 45 minutes View area of surface approx 2,500 miles in diameter as they orbit On board antennas detect emergency signals (406 MHz and 121.5 MHz) & relay to ground stations

30. 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

32. 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

33. 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

34. 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

35. 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

36. 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

37. 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

38. Search area and response 121.5 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

39. 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

40. 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

41. 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

42. 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

43. 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

44. Location Protocol Beacons Newest technology 406 MHz beacon digital transmits ID & position with up to 100m accuracy Allows geostationary satellites to combine immediate alert with precise location Polar satellites are also capable, providing global coverage

45. 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.

46. 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