Features

Let’s dispel some myths: Ditching done well is not all that dangerous. My recent ditching was devoid of actual trauma. Most people—about 90 percent—survive a ditching, and those who don’t are usually the ones who did not take basic steps to prepare. Some recent incidents and my own experience demonstrate ditching usually is very survivable and taking a few precautions can greatly enhance the possibility of a favorable outcome.

Reviewing the terminal procedure charts, checking the obstacle clearance procedures and picking your preferred departure runway based on the terrain that gives you the greatest number of options if anything goes wrong is more than most non-commercial pilots do for instrument departures.

Under basic Part 91 rules for certified aircraft, everything aboard has to be documented and working. The aircraft can remain airworthy if failed equipment isn’t required for the operation, and is placarded and isolated from other systems. But an airplane is like any other mechanical contrivance: it’s subject to wear and tear: A system may function, but not as intended.A good example can be braking systems. Those on typical personal airplanes are hydraulically actuated, as…

The NTSB’s factual report is succinct: “The pilot stated that, about 30 minutes into the flight, he was over the water about 15 miles to the nearest land, when the engine experienced a total loss of power.

All kinds of advice is available from the FAA, manufacturers and other sources on how to ditch an airplane. In fact, the how is fairly easy—it can be summed up as “land in the water.” The checklist excerpt at right, for a Cessna Model 208B Grand Caravan, discusses the major items. (We added the highlighting noting Cessna hasn’t test-ditched a Caravan.)

After learning to fly, many pilots want to use their new skills to go places. Whether they rent or own an aircraft, and whether it’s a high-performance or a simple fixed-gear single, many pilots want to use their machines for on-demand transportation. It’s a natural desire for a freshly minted private pilot, and for a long time was general aviation’s bread and butter.

Last month in this space we tackled “Proper Rudder Use,” pointing out that in many situations involving angles of attack (AoA) at or near the stall, rudder and not aileron should be the control used to maintain both heading and a wings-level attitude. We also explored how rudder is used to compensate for adverse yaw, and presented a simple exercise pilots can use to demonstrate both its proper and improper application.

To help reduce the likelihood of wing tip stall and adverse yaw, engineers developed differential ailerons.

Some observers are not sure ADS-B will be ready by 2020 or, if it is, whether the benefits promised by the FAA will be available. In September 2014, doubters got a boost when the Department of Transportation’s Inspector General (DOTIG) reported “ADS-B benefits are limited due to a lack of advanced capabilities and delays in user equipage.” [IMGCAP(1)]According to the DOTIG, the FAA “has not sufficiently tested the entire ADS-B system” and what testing has been…

If you’re doing it right, a long-distance flight can be boring. Sitting in the same seat for hours at a time, watching George fly the airplane and occasionally acknowledging a frequency change isn’t the most stimulating way to spend an afternoon. If there’s no weather to worry about, and if you’re in airspace with little traffic, there simply isn’t much to do except scan the gauges, switch tanks every now and then, keep track of…