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began backfiring severely and would not develop [power].
Engine #2 was brought to METO [Maximum Except Take-
Off] power attempting to maintain best altitude. An
immediate turn was made for the nearest land, and our
“Pan” emergency shifted to a “Mayday” call.
After about one hour, descent into the water was imminent.
The night ocean visibility would be termed zero/zero...and
a standard night IFR approach was set up. After a
successful night IFR water landing, we began taking on
water. Seven people escaped without injury into a lifeboat.
Coordination with ATC and very accurate position
reporting with GPS resulted in a very expeditious rescue by
the Coast Guard and a maritime vessel. We were in the
ocean less than one day. Very spectacular efforts by all
parties involved.
put in orbit; there were now a
total of 26 satellites. My unit
only showed 25. The manufacturer
suggested leaving the GPS on for 45 minutes to
acquire the information from the new satellite. I did so,
and my unit now shows 26 satellites. The GPS positions
seem correct.
Conclusion: use hand-held GPS as a reference only.
According to the reporter’s conversation with the
manufacturer, hand-held GPS units currently in use do not
have the RAIM—Receiver Autonomous Integrity Monitor—
that is built into installed, IFR-certified units. The RAIM
monitors the actual navaid signal, primarily on SID and
STAR routes, to assure that there is adequate signal
strength for navigation in the selected mode. If the signal
is not sufficient, an error message will occur. This is
analogous to the ‘OFF’ flag showing on the VOR receiver
when the aircraft is out of range for adequate signal
acquisition. Since the reporter’s GPS unit did not have
RAIM capability, there was no way to know that the unit
was providing erroneous information.
Because of the inherent limitations of hand-held units,
pilots should carry and use the appropriate charts as
cross-reference material, rather than relying solely
on GPS.
GPS Water Rescue
Limits of Hand-Held GPS
Airshow Bound ...
Even for an experienced pilot, encountering wake
turbulence at very low altitude and at racing speeds can
be startling at the very least, and at worst, downright
disastrous.
n  During a biplane race, I encountered strong vortices
from another aircraft. While recovering, with other
aircraft above me, I inadvertently may have gone below
the height of the top of the pylon. The officials at the
pylon reported a low pass-by. While some turbulence had
been anticipated, the turbulence was much stronger than
encountered previously. A real learning experience!
Good pre-flight planning is particularly important
when flying an aircraft with special needs—like an
appropriate landing surface, in the case of a floatplane.
Our first reporter, en route to the national airshow in
Oshkosh, Wisconsin, apparently hadn’t fully planned for
fuel:
n  I was on my way to Oshkosh, flying my floatplane and
looking for a fuel stop, as I was getting low on fuel.
Cruise altitude was approximately 800 feet AGL, but I
went lower to look for fuel pumps at likely docks. I found
a marina on the lake and fueled up, then continued on my
way. There are very few seaplane bases, so finding fuel
stops is difficult.
Although sectional charts may not always indicate the
presence of seaplane bases, national or local seaplane
associations, and some airport guidebooks, have listings
for seaplane facilities. Additional prior planning might
also have saved the reporter from a possible violation of
the FARs concerning minimum safe altitudes.
This reporter is indeed fortunate that the only
consequence of this incident was to catch the
attention of race officials.
Pylon Pass-By
n  I was going to perform helicopter water bucket drops
for the crowd. The helicopter was on display and open to
the public, so I was expecting the switches to be in the
wrong positions. I performed a thorough pre-flight of the
cabin, however I did not think to check the cargo hook
release [on the belly of the aircraft], which apparently had
been tripped. During the demonstration, the bucket came
off the aircraft at 200 feet AGL, and landed on the
taxiway. There were no injuries. This could have been
prevented if I had checked the hook release prior to
departure.
A pre-flight check of all equipment is particularly
important after an aircraft has been made accessible to
an interested public.
Dropping the Bucket
　
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