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individual basis
from province to
province and by
different
departments of the
Canadian
government;
consult Canadian
Flight Information
Manual and/or
Water Aerodrome
Supplement
Park
Superintendent in
an emergency
e. The FAA recommends that each seaplane owner
or operator provide flotation gear for occupants any
time a seaplane operates on or near water. 14 CFR
Section 91.205(b)(12) requires approved flotation
gear for aircraft operated for hire over water and
beyond power-off gliding distance from shore.
FAA-approved gear differs from that required for
navigable waterways under USCG rules. FAA-approved
life vests are inflatable designs as compared
to the USCG’s noninflatable PFD’s that may consist
of solid, bulky material. Such USCG PFDs are
impractical for seaplanes and other aircraft because
they may block passage through the relatively narrow
exits available to pilots and passengers. Life vests
approved under Technical Standard Order (TSO)
TSO−C13E contain fully inflatable compartments.
The wearer inflates the compartments (AFTER
exiting the aircraft) primarily by independent CO2
cartridges, with an oral inflation tube as a backup. The
flotation gear also contains a water-activated,
self-illuminating signal light. The fact that pilots and
passengers can easily don and wear inflatable life
vests (when not inflated) provides maximum
effectiveness and allows for unrestricted movement.
It is imperative that passengers are briefed on the
location and proper use of available PFDs prior to
leaving the dock.
f. The FAA recommends that seaplane owners and
operators obtain Advisory Circular (AC) 91−69,
Seaplane Safety for 14 CFR Part 91 Operations, free
from the U.S. Department of Transportation,
Subsequent Distribution Office, SVC−121.23, Ardmore
East Business Center, 3341 Q 75th Avenue,
Landover, MD 20785; fax: (301) 386−5394. The
USCG Navigation Rules International−Inland
(COMDTINSTM 16672.2B) is available for a fee
from the Government Printing Office by facsimile
request to (202) 512−2250, and can be ordered using
Mastercard or Visa.
7−5−9. Flight Operations in Volcanic Ash
a. Severe volcanic eruptions which send ash into
the upper atmosphere occur somewhere around the
world several times each year. Flying into a volcanic
ash cloud can be exceedingly dangerous. A
B747−200 lost all four engines after such an
encounter and a B747−400 had the same nearly
catastrophic experience. Piston−powered aircraft are
less likely to lose power but severe damage is almost
certain to ensue after an encounter with a volcanic ash
cloud which is only a few hours old.
b. Most important is to avoid any encounter with
volcanic ash. The ash plume may not be visible,
especially in instrument conditions or at night; and
even if visible, it is difficult to distinguish visually
between an ash cloud and an ordinary weather cloud.
Volcanic ash clouds are not displayed on airborne or
ATC radar. The pilot must rely on reports from air
traffic controllers and other pilots to determine the
location of the ash cloud and use that information to
remain well clear of the area. Every attempt should be
made to remain on the upwind side of the volcano.
c. It is recommended that pilots encountering an
ash cloud should immediately reduce thrust to idle
(altitude permitting), and reverse course in order to
escape from the cloud. Ash clouds may extend for
hundreds of miles and pilots should not attempt to fly
through or climb out of the cloud. In addition, the
following procedures are recommended:
7/31/08 AIM
AIM 2/14/08
7−5−8 Potential Flight Hazards
1. Disengage the autothrottle if engaged. This
will prevent the autothrottle from increasing engine
thrust;
2. Turn on continuous ignition;
3. Turn on all accessory airbleeds including all
air conditioning packs, nacelles, and wing anti-ice.
This will provide an additional engine stall margin by
reducing engine pressure.
d. The following has been reported by flightcrews
who have experienced encounters with volcanic dust
clouds:
1. Smoke or dust appearing in the cockpit.
2. An acrid odor similar to electrical smoke.
3. Multiple engine malfunctions, such as
compressor stalls, increasing EGT, torching from
tailpipe, and flameouts.
4. At night, St. Elmo’s fire or other static
discharges accompanied by a bright orange glow in
　
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