Barry
Meek's Letters
February 2006
AFTER THE
CRASH
“Police
have not yet released the name of a 25
year old woman who died on a remote
mountain following the crash of her light
plane.The rental aircraft disappeared two
weeks ago while the student pilot was on
her first solo cross country
flight. It was found about 60 miles
off her intended course, in rugged
terrain. Authorities speculate the pilot
had survived the crash but succumbed to
injuries, dehydration and hypothermia
about four days later. The emergency
locator transmitter was not
activated.”
This short
news item could appear in any paper,
anytime. At this point however,
it’s just fiction designed to stir
awareness of your survival skills.
The information in this article comes
from personal observation and experience
as a long time pilot and ambulance
paramedic. So far, it’s
probably been a lot of good luck
that’s kept me out of serious
trouble. But as they say,
“learn from the experience of
others. You’ll never live long
enough to make all the mistakes
yourself.” I try to live by
that advice.
The AIP
(now called the AIM, or Aeronautical
Information Manual) states in effect,
that the pilot must carry equipment
sufficient for the survival of each
person on board, considering the area,
the season and anticipated weather. The
very basics are a means to start a fire,
provide shelter, obtain or purify water,
and for visually signalling distress.
In simple
terms, a tarp, matches, water bottle and
signalling mirror would meet the
regulations. But here’s where
it would be nice to have McGyvor
along. Innovation and imagination
would go a long way toward ensuring the
survival of a downed pilot who is
equipped with only the
basics. In summer, at low
elevations it may be fine. However,
in winter or in mountainous terrain,
things get a bit more complicated.
Most pilots carry more than the
regulations require. And it seems to me
the more experienced the pilot, the more
equipment he has on board. The four
basics are a good start, but clearly
they’re not sufficient for anyone
who gets more than a few miles from a
major road or settlement.
I’ll
offer a comment on the first aid kit
requirements for private aircraft.
The CARS 602.60 state what must be in
that kit, but only for commercial
operators. Aircraft that are
privately owned and operated carry
whatever the owner is comfortable
with. Quite frankly, the list of
recommended items for private operators
is extremely insufficient, and a waste of
space. You can personalize your kit
by first learning something about first
aid, then use your imagination to
anticipate injuries you’re likely to
see following a forced landing or a
crash. Plan and pack appropriate
items. It need not be a huge, well
stocked trauma kit. A small knapsack
would work quite well. It’s a
good size, and can quickly and easily be
removed from a wrecked aircraft. If
it’s done right, your fire starter,
water purification tablets or filter, a
couple of space blankets and a signal
mirror will fit too. There you go,
both kits in one pack. But
don’t forget the survival and first
aid books. Preferably, read them
before you leave the ground.
There are
no rules set in stone for survival.
Nor is there a right or wrong procedure
for the administration of first
aid. You do whatever works given
the time and circumstances. I have
yet to find a book that stresses
principles over techniques.
It’s vital that you recognize what
you need to accomplish, whether it’s
starting a fire, building a shelter or
stopping someone’s bleeding.
Then you set about doing it, utilizing
your experience, knowledge and common
sense. We’re all born with at
least a bit of common sense.
Knowledge can be found in a book, and
hopefully the experience is something you
won’t ever obtain.
The last
line of our fictitious news item mentions
that the ELT was not activated. The
student pilot apparently did a good job
on her landing, or the device was
faulty. Remember an ELT is
installed horizontally in your aircraft,
and is activated by a switch that moves
along its longitudinal axis. From
experience, I know it won’t come
alive by dropping it on it’s flat
surface. But if you strike one end
with the palm of your hand, it
doesn’t take much force to set it
off. It goes without saying that
the ELT should be physically accessed
following a crash and switched manually
to the ON position. The student
probably didn’t know that yet.
You need
not be a survival expert or paramedic to
do the right things following a forced
landing or a crash. Good flight
planning should include planning for
what’s not supposed to happen.
Think ahead to stay ahead. Be safe
this winter.
Barry Meek
at bcflyer@hotmail.com
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As
published in the newsletters of the Thompson
Valley Sport Flying Club
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