Page 470 - (KU)01-75GAJ-1.5 - Change 1

INTRO

EP'S (KU)01-75GAJ-1.5 FIGURES

1.17.1 GENERAL INFORMATION
ACAWS
Under ideal conditions of wind and sea, and by skillful execution of
the recommended techniques, the ditching of transport-type aircraft
can usually be accomplished with a high degree of success. However, GROUND
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may be expected to settle rapidly after contact with the water with
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The decision to ditch or bailout must be made by the pilot in view of
the existing circumstances. Various unfavorable factors involved in FIRE/SMK
NORM a bailout over water limit the decision recommending bailout (over
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NOT FOR FLIGHT
of control makes ditching impossible. Therefore, it is considered better
to ditch if circumstances permit. Ditching also makes available the
additional life rafts and survival equipment carried in the aircraft. ENG/PROP

The decision should never be delayed until the fuel supply is exhausted
since the most effective ditching approach is made with power on, at a FUEL
speed slightly above the stall speed. A minimum of 2,000 pounds of fuel
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for jettisoning cargo, assessing sea conditions, communicating with AAR
or maneuvering around a surface vessel and establishing a landing
SPEC pattern to the smoothest surface condition. ELEC

1.17.1.1 Ditching Characteristics HYD

Actual experience in ditching the KC-130 is limited; however, NACA-
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indicate that there is a reasonably high probability that the aircraft
can be landed on water without major structural collapse or a sudden
rush of water into occupied compartments. On the basis of the limited GEAR
experience and the NACA tests, it is concluded that the following results
can be expected upon ditching:
DOR/RMP
PERF ‡ Upon contact with the water, moderate bottom damage may
occur in the area immediately forward of the ramp hinge. The
bottom damage will tend to stabilize the aircraft directionally JETTISON
during the ditching run, maintaining the wings in essentially
level attitude. Wing dipping or water looping are not expected.

‡ During the initial portion of the ditching run, the tail-down portion LANDING
of the cargo door may be damaged. But the damage probably
will not affect either the ditching run or the sinking rate since
the location of the cargo door will be above the water line DITCHING
when the nose settles during the latter part of the run. It is very
unlikely that the ramp will open. The crew entrance door, side BAILOUT
emergency exits and paratroop doors, which will be out of the
water during the tail-down portion of the ditching run, probably
OPER will not experience damage during the ditching run. FAULT LG

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