|
#1
|
|||
|
|||
I looked over the recommendations on Ernie's web site, and they're comprehensive and excellent. The only thing I'd add is to give the family (or other passengers) a thorough briefing on what to expect, and detailed instruction on their expected actions - what to do as well as what not to do.
On our low-altitude overwater aerial surveys, I hold a complete ditch briefing before every flight, even though the crew compliment changes very little. I break our procedure into three phases: 1. Preparatory - formally announced by "Prepare to ditch." 2. Landing - announced by "Brace, Brace, Brace" at 100' (yelled loudly, since headphones should be off at that point) 3. In Water - where everyone has a prior-assigned exit (if useable), and is responsible for a piece of survival gear to take out with them. Another thing we stress (Ernie hit it) is not to get hung up inside the cabin trying to help someone who may be disabled - maybe a big thing when a family member is involved. The drill is to get yourself out with the gear you're responsible for, then render assistance from outside the airplane. Re radios, I concur with Ernie's recommendations - the marine radio could be especially important. Many years ago, I took a flight of Navy fighters from Norfolk to Bermuda and we were out of comm (UHF) range for close to an hour; VHF coverage may be much better now. If not, I wouldn't think it's worth getting wrapped up in HF comms. You can rent a satphone as a good backup for a not-unreasonable rate. I agree - it sounds like a fun trip, and Bermuda is a beautiful place! Ahab |
#2
|
||||
|
||||
I agree about the briefing, and I've modified the Ditching page to include it.
Ernie |
#3
|
|||
|
|||
Flying to Bermuda takes very careful preflight planning. Recheck your distance, it is further than 3 hours in a Skymaster.
You also need to figure "point of no return", the point along the route you make the decision to continue to Bermuda or turn around and return to the mainland in the event of a problem. Depending upon winds it's not necessarily at the half way point. |
#4
|
||||
|
||||
572 nm from Billy Mitchell, so it is more like 3:45. That leaves 2:15 reserve with standard tanks and puts the point of no return that much closer. It had been a while since I checked the numbers and my memory was optimistic.
That feels a little different than 3 out of 6. |
#5
|
||||
|
||||
If you have confidence in your aircraft and take the proper precautions, it's still a piece of cake. Go for it.
Ernie |
#6
|
|||
|
|||
Quote:
Also remember you will be out of VHF range for communications. The Bermuda trip is interesting because there is nothing between here and there, so no diversion points. Even when I was flying for the airline we had special considerations for flying out to Bermuda. |
#7
|
||||
|
||||
Bermuda
Back in the 1970's I did a few Bermuda trips as co-pilot on the B727. Back then we used the ADF off of ACK then there was a dead area both nav and comm until we could pick up something at Bermuda. As I recall we carried enough fuel for the trip plus enough to return to the main land in the event that we could not land be it wx or runway closure. Gosh how did we do it without Loran or GPS!
Guy, the old 72 driver.... |
#8
|
||||
|
||||
For those concerned about this Bermuda trip -- 4 hours on a twin, in sunny weather, with GPS and 2 hours of fuel margin -- ask yourself if you'd rather be flying at night on a single over mountainous terrain, something which people do all the time.
Given the twin engines over water, a ditching is hugely unlikely, but if I have to ditch I like the stats that ditching has ~ 95% survival rate. Maybe it's because I'm constantly flying over water, but I'd much rather do the Bermuda trip than fly a single at night over the Rockies. Ernie |