lt mike hauschen hc-130 safety officer coast guard air station clearwater
TRANSCRIPT
![Page 1: LT Mike Hauschen HC-130 Safety Officer Coast Guard Air Station Clearwater](https://reader036.vdocuments.site/reader036/viewer/2022062515/56649d055503460f949d8744/html5/thumbnails/1.jpg)
LT Mike Hauschen
HC-130 Safety Officer
Coast Guard Air Station Clearwater
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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
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Flight Preparation
Weather checksVisibility/Clouds (VFR airspace
requirements?)Severe weather (added distance to divert)En route WX - winds Destination WX (+/- 1hr) (VFR vs. IFR
requirements)
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Flight PreparationWeight & Balance Calculate for non-standard configuration
Performance Fuel burn Range
Route planning Glide distance Altitude (Ground Speed vs. Fuel Flow) Navigation
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Flight Preparation
Communication IFR (airspace requirements, lost comms)VFR Flight Following
Multi-Engine OperationsAvoid complacencySingle-engine performance
RangeSingle engine service ceiling
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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
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Navigation
Equal Time Point (ETP) & Wet Foot Print
Distance to ETP = Distance x GS (return) GS (return) + GS (cont)
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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
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Example #1(cont)
LAL to EYW: 200 NMETP = 200 nm x 80 kts (return) = 80 NM 80 kts (return) +120 (cont) Time to return = 80 nm = 1 hour 80 kts
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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.
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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)
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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)
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PSR
Formula Time to PSR = T Ground speed returning from PSR = GSR
Ground speed outbound to PSR = GSO
Total fuel endurance in minutes = F (minus reserve fuel)
T = GSR x F GSO + GSR
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Ditching
Review ditching technique before engine quits!
Ditch near surface vessel
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0
10
20
30
40
50
60
70
Blue WaterInshore 88%
survival
Blue WaterOcean 82%
survival
Lakes 87%survival
Rivers 93%survival
Where Ditchings Occur
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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%
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0
10
20
30
40
50
Highwingtotal
Highwingfatal
Lowwingtotal
Lowwingfatal
High Wing vs. Low Wing
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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.
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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!
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Ditch Heading
Ditch parallel to swell – maximize headwind componentWith strong secondary swell, compromise between pri & sec swells and land on the back side of waveWind 30-50 kts – choose compromise between primary swell and head windWind > 50 kts, land into wind
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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.
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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
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Ditching at Night, IMC, or Glassy water
Set 10 deg nose up attitude
100 fpm descent rate
Ditch wings level
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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)
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0
5
10
15
20
25
30
35
40
45
50
High wingtotal
High wingfatal
Low wingtotal
Low wingfatal
High Wing vs. Low Wing
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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.
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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!
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LT Adam Nebrich
HC-130H Copilot
Coast Guard Air Station Clearwater
Communications Officer
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COSPAS-SARSAT SYSTEM
SARSAT polar orbiting satellites circle earth every 1 and 40 minutesCOSPAS (Russian) satellites orbit earth every 1 and 45 minutesView area of surface approx 2,500 miles in diameter as they orbitOn board antennas detect emergency signals (406 MHz and 121.5 MHz) & relay to ground stations
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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
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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
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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
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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
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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
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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
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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
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Search area and response121.5 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
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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
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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
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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
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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
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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
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Location Protocol Beacons
Newest technology406 MHz beacon digital transmits ID & position with up to 100m accuracyAllows geostationary satellites to combine immediate alert with precise locationPolar satellites are also capable, providing global coverage
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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.
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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