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Airframe Manufacturers and Airlines DOT/FAA/AM-98-/
19. A report prepared for the U.S. Federal Aviation
Administration (FAA). July 1998.
2. Cosper and McLean. Adapted from U.S. National
Transportation Safety Board (NTSB), NTSB/AAR-78/13,
NTSB Human Factors Group Chairman’s Factual
Report, National Airlines B-727, Pensacola, Florida,
U.S., May 8, 1978.
3. Cosper and McLean. Adapted from NTSB/AAR-84/15,
Scandinavian Airlines System Flight 901, McDonnell
Douglas DC-10-30 Norwegian Registry LN-RKB, John
F. Kennedy International Airport, Jamaica, New York,
U.S., February 28, 1984.
4. Cosper and McLean. Adapted from NTSB/AAR-90/03,
USAir, Inc., Boeing 737-400, LaGuardia Airport,
Flushing, New York, September 20, 1989.
• “Personal hygiene was a major issue, especially for
females;
• “Participants stated [that] they were cramped, tired and
filled with anxiety after a short time in the slide/rafts
with strangers;
• “There was no mooring line or [ELT] attached to the
raft; this caused a discussion about the storage location
of [ELTs] on various aircraft;
• “Participants did not anticipate that the [rescue]
helicopter rotor wash would be so severe;
• “Participants were unfamiliar with equipment used for
rescue;
• “Participants did not realize that they could not be picked
up from inside the raft; [and,]
• “Participants did not realize that a rescue swimmer was
not always dropped from the helicopter to aid with
rescue.”
Participating cabin crewmembers said that better training
should be developed concerning rescue procedures, rescueequipment
usage and boarding of slide/rafts in sea swells.
They said that a checklist of aquatic-rescue tasks (on
waterproof paper) and thermal blankets should be added to
survival kits. Cabin crewmembers also said that training
material should emphasize wearing life vests at all times
during rescue.
The exercise also led to suggestions for making rafts more visible
in darkness. Rescuers said that their night-vision equipment
easily detected the light from flashlights provided in survival
kits, and they said that training should require lookouts to shine
a flashlight outside the raft or slide/raft frequently to greatly
increase the visibility of survivors to rescuers.
In summary, the most recent study for FAA of cabincrewmember
training for emergency water landings yielded
recommendations consistent with several other U.S. studies
from the 1980s and 1990s. The principal finding was that
despite the rare occurrence of emergency water landings,
aircraft crewmembers should be prepared to competently direct
passengers and to employ immediately all available resources.
This competence is critical not only when there is time to
prepare for ditching, but when the emergency water landing is
unexpected, and survival depends on making every minute
count under adverse conditions.©
References
1. U.S. National Transportation Safety Board (NTSB).
Safety Study: Air Carrier Overwater Emergency
Equipment and Procedures (NTSB/SS/-85/02). 1985.
2. Cosper, Donna K.; McLean, Garnet A. Analysis of
Ditching and Water Survival Training Programs of Major
Airframe Manufacturers and Airlines DOT/FAA/AM-98-
/19. A report prepared for the U.S. Federal Aviation
Administration (FAA). July 1998.
3. U.S. National Aeronautics and Space Administration
(NASA). Structural Response of Transport Airplanes
in Crash Situations DOT/FAA/CT-83/42, November
1983. In Patel, Amit A.; Greenwood Jr., Richard P.
Transport Water Impact and Ditching Performance
DOT/FAA/AR-95/54. A report by Galaxy Scientific
Corp. for the U.S. Federal Aviation Administration.
March 1996.
4. Patel and Greenwood, 10.
5. NTSB, 1985.
6. NTSB, 1985.
7. NTSB. NTSB/AAR-78/13, Human Factors Group
Chairman’s Factual Report, National Airlines B-727,
Pensacola, Florida, May 8, 1978.
8. Johnson, R.A. Study on Transport Airplane Unplanned
Water Contact U.S. Federal Aviation Administration (FAA)
Technical Center Report DOT/FAA/TC-84/3. 1984.
9. Patel and Greenwood, 6.
1 2 FLIGHT SAFETY FOUNDATION • CABIN CREW SAFETY • NOVEMBER–DECEMBER 1998
10. Chen, C.; Muller, M. Commuter/Air Taxi Ditchings and
Water-related Impacts that Occurred from 1979 to 1989
(DOT/FAA/TC-92/4). 1994. The report focused on
aircraft that were operated in accordance with U.S.
Federal Aviation Regulations (FARs) Part 135, “Air Taxi
Operators and Commercial Operators.”
　
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