(6) With
ice
accumulation of
1/4inch
or
more
on the wing leading
edges, be
prepared
for
a significantly higher power
requirement,
approach
speed,
stall
speed
and
longer
landing
roll.
(7)
Open window and
scrape
ice
from
a
portion
of the windshield for
visibility
in
the landing
approach.
The
metal
control
lock
shield
may
be
used
as
a
scraper.
(8)
Set wing
flaps
at
"1/3"
down for
ice
accumulations
of 1 inch
or
less.
With
larger
ice
formations,
approach
with flaps
retracted
to
ensure
adequate
elevator
effectiveness
in
the
approach
and landing.
(9)
Approach
at
100 to 110 MPH with
1/3
flaps and 110 to 120 MPH
with flaps
retracted,
depending on the amount of
ice
accumulation.
If
ice
accumulation
is
unusually
large,
decelerate
to the planned
approach
speed
while
in
the
approach
configuration
at
an
altitude high
enough to
permit
recovery
in
the event
of
an
inadvertent
stall.
(10) Land
in
level
attitude
using power
as
required
to
control
rate
of
descent
prior
to touchdown.
(11)
Missed
approaches
should
be
avoided
if
possible
because
of
severely
reduced
climb
capability. However,
if
a
go-around
is
mandatory, make the
decision
much
earlier
in
the
approach
than
normal.
Apply
maximum
power and
maintain
110 MPH while
re-
tracting
the
flaps
in
small
increments.
Retract
the
landing
gear
after
immediate
obstacles
are
cleared.
DITCHING.
Prepare
for
ditching by
securing
or
jettisoning
heavy
objects
located
in
the
baggage
area,
and
collect
folded
coats
or
cushions
for
protection
of
occupant's
face
at
touchdown.
Transmit
Mayday
message
on 121. 5 MHz.
giving
location
and
intentions.
(1)
Plan
approach
into wind
if
winds
are
high and
seas
are
heavy.
With heavy
swells
and
light
wind, land
parallel
to
swells.
(2)
Approach with full
flaps
and
sufficient
power
for
a 300 ft. Imino
rate
of
descent
at
95 MPH.
(3)
Unlatch the cabin
door.
(4)
Maintain a continuous
descent
until touchdown
in
level
attitude.
Avoid a landing
flare
because
of difficulty
in
judging
airplane
height
over
a
water
surface.
(5)
Place
folded
coat
or
cushion
in
front
of face
at
time
of touch-
down.
It
is
expected
that
the
aircraft
will
skip
clear
of the
water
once
or
twice using the optimum technique outlined above.
If
final
contact
is
made
in
the
desired
level
attitude, the nose will
submerge
completely
during
two
or
three
seconds
of
moderately
abrupt
deceleration,
and then
the
aircraft
will float
for
only a
short
time.
Exit through cabin door
or
emergency
window.
If
the fuselage
is
submerged
and the
exits
will not
open, flood the cabin through the
pilot's
storm
window and
jettison
the
emergency
window. Life
vests
and
raft
(if available) should be inflated
after
leaving
the cabin.
EMERGENCY
WINDOW EXIT.
If
the
aircraft
is
equipped with the optional
emergency
window
in-
stallation,
the
pilot's
cabin window can be
jettisoned
for
emergency
cabin
egress.
An
emergency
release
handle
is
located
just
aft
of the
pilot's
seat
on the
left
side
wall
of the cabin. To
jettison
the window,
remove
the
clear
protective
plastic
plate
covering the handle, pull the handle
forward,
then
push
the
Window
outward.
3-1.6
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