Page 471 - (KU)01-75GAJ-1.5 - Change 1

INTRO

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

‡ During the tail-low initial contact with the water, the waterdrag
forces on the aircraft will tend to bring the nose down and ACAWS
continued up-elevator force should be applied. This nose down
tendency plus possible damage to the elevator will result in
the aircraft assuming a nose-down, tail-high attitude and could GROUND
generate porpoising. If a large wave or swell is encountered in
this nose-down attitude, considerable damage to the radome
and nose of the aircraft will occur, with probable rupture of the TAKEOFF
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ditching in heavy seas, some damage may occur in the area of
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NORM in the forward portion of the aircraft.

PRES/OXY
NOTE
NOT FOR FLIGHT
These characteristics assume a power-on approach,
approximate 7 degree nose high-pitch attitude with full ENG/PROP
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at 10 knots above stall speed. Any speed above full FUEL
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damage on touchdown.
AAR

SPEC 1.17.1.2 Ditch Heading Determination ELEC
Plans for ditching cannot be made without taking the wind direction into
consideration. Waves move downwind, and the spray from wave crests
is also blown downwind. Swells, however, do not always indicate wind HYD
direction and can be very large even when the wind is calm.

If time and conditions permit, observe the major swell movements. FLT CTRL
Determine the direction of the major swell system by observing the sea
from 2,000 feet or above. At this altitude, the relatively regular parallel
pattern of the predominant system stands out in a clear relief. GEAR

Note the compass heading from which the swell front approaches.
Observe the surface conditions. Fly at an altitude under 1,000 feet DOR/RMP
PERF (preferably 200 or 300 feet) to observe surface conditions. Frequently,
the direction of the swell as observed from this lower altitude will vary
considerably from the major system observed above 2,000 feet. JETTISON

Normally, the best ditch heading is parallel to the major swell regardless
of the wind direction. Under 30 knots, disregard the wind except to LANDING
avoid downwind components when possible.

A formidable secondary swell system may necessitate a heading down DITCHING
swell and partially down wind.
Study likely headings and note the one in which the sea appears most BAILOUT
favorable for a landing. Normally, the heading that looks the smoothest
will be the best. Look ahead for abnormally rough areas and try to avoid
OPER FAULT LG

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