时间：2011-04-18 00:50来源：蓝天飞行翻译 作者：航空 点击：次
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c.When in a distress condition with bailout, crash landing or ditching imminent, take the following additional actions to assist search and rescue units: 1. Time and circumstances permitting, transmit as many as necessary of the message elements in subparagraph a3 above, and any of the following that you think might be helpful: (a)ELT status. (b)Visible landmarks. (c)Aircraft color. (d)Number of persons on board. (e)Emergency equipment on board. 2.Actuate your ELT if the installation permits. 3.For bailout, and for crash landing or ditching if risk of fire is not a consideration, set your radio for continuous transmission. 4.If it becomes necessary to ditch, make every effort to ditch near a surface vessel. If time permits, an FAA facility should be able to get the position of the nearest commercial or Coast Guard vessel from a Coast Guard Rescue Coordination Center. 5.After a crash landing, unless you have good reason to believe that you will not be located by search aircraft or ground teams, it is best to remain with your aircraft and prepare means for signaling search aircraft. 6.3.2 Distress and Urgency Procedures 2/11/10 AIM 6.3.3. Ditching Procedures FIG 6.3.1 FIG 6.3.3 Single Swell (15 knot wind) Double Swell (30 knot wind)FIG 6.3.4 (50 knot wind)FIG 6.3.2 Double Swell (15 knot wind)Distress and Urgency Procedures 6.3.3 FIG 6.3.5 Wind.Swell.Ditch Heading GOOD Landing parallel to the major swell Landing on the face and back of swell a. A successful aircraft ditching is dependent on three primary factors. In order of importance they are: 1.Sea conditions and wind. 2.Type of aircraft. 3.Skill and technique of pilot. b. Common oceanographic terminology. 1.Sea. The condition of the surface that is the result of both waves and swells. 2.Wave (or Chop). The condition of the surface caused by the local winds. 3.Swell. The condition of the surface which has been caused by a distance disturbance. 4.Swell Face. The side of the swell toward the observer. The backside is the side away from the observer. These definitions apply regardless of the direction of swell movement. 5.Primary Swell. The swell system having the greatest height from trough to crest. 6.Secondary Swells. Those swell systems of less height than the primary swell. 7.Fetch. The distance the waves have been driven by a wind blowing in a constant direction, without obstruction. 8.Swell Period. The time interval between the passage of two successive crests at the same spot in the water, measured in seconds. 9.Swell Velocity. The speed and direction of the swell with relation to a fixed reference point, measured in knots. There is little movement of water in the horizontal direction. Swells move primarily in a vertical motion, similar to the motion observed when shaking out a carpet. 10.Swell Direction. The direction from which a swell is moving. This direction is not necessarily the result of the wind present at the scene. The swell may be moving into or across the local wind. Swells, once set in motion, tend to maintain their original direction for as long as they continue in deep water, regardless of changes in wind direction. Distress and Urgency Procedures 6.3.4 11. Swell Height. The height between crest and trough, measured in feet. The vast majority of ocean swells are lower than 12 to 15 feet, and swells over 25 feet are not common at any spot on the oceans. Successive swells may differ considerably in height. c. In order to select a good heading when ditching an aircraft, a basic evaluation of the sea is required. Selection of a good ditching heading may well minimize damage and could save your life. It can be extremely dangerous to land into the wind without regard to sea conditions; the swell system, or systems, must be taken into consideration. Remember one axiom. AVOID THE FACE OF A SWELL. 1.In ditching parallel to the swell, it makes little difference whether touchdown is on the top of the crest or in the trough. It is preferable, however, to land on the top or back side of the swell, if possible. After determining which heading (and its reciprocal) will parallel the swell, select the heading with the most into the wind component. 2.If only one swell system exists, the problem is relatively simple.even with a high, fast system. Unfortunately, most cases involve two or more swell systems running in different directions. With more than one system present, the sea presents a confused appearance. One of the most difficult situations occurs when two swell systems are at right angles. For example, if one system is eight feet high, and the other three feet, plan to land parallel to the primary system, and on the down swell of the secondary system. If both systems are of equal height, a compromise may be advisable.select an intermediate heading at 45 degrees down swell to both systems. When landing down a secondary swell, attempt to touch down on the back side, not on the face of the swell. 3.If the swell system is formidable, it is considered advisable, in landplanes, to accept more crosswind in order to avoid landing directly into the swell. 4.The secondary swell system is often from the same direction as the wind. Here, the landing may be made parallel to the primary system, with the wind and secondary system at an angle. There is a choice to two directions paralleling the primary system. One direction is downwind and down the secondary swell, and the other is into the wind and into the secondary |
