UNCLE BEN NEAR FATAL DISASTER WATER LANDING IN GREENLAND. This very frightening event occurred on the west coast of Greenland at a place call SUKKERTOPPEN. Actually flying in Greenland was one of the best for safety minded pilot. The operation was set up such that the pilot had to call on the radio to the closest station ( village on the route being flown that day ) every 20 minutes without fail, and report OPERATION NORMAL if of course it was the case. It would be acknowledged by the station. If you did not call on time you would receive a call from the proper station requesting your report. They were very vigilant in their flight monitoring duty. AS WELL the set up required a crash boat to patrol the landing area prior to the aircraft landing and by radio would give a report to the captain they were ready and standing by for you to land. The stations would talk in Danish between themselves but with the aircraft it was always in English. Therefore no communication problems. At a later date the operation criteria was changed and the planned flying for any day would not be allowed if the wind was stronger than 25 knots, ( protection against turbulence). It became the rule after a scary flight I did, (while surrounded by high hills) , I got trapped in an area of unbelievable turbulence and once again underwear changing time was as close as one wants to experience. ( Please do not ask, I will not answer for personal reason. It is for me to know and you to wonder. ). As a result I mentioned to the Danish staff I would no longer fly if the wind exceeded 25 knots. My suggestion was immediately put in effect. The Canso was a nice aircraft for water operation, ( handling wise. ). However the system for the nose wheel doors, closing and make them perfectly secure, for safe landing on water was not as good as expected. When the pilot selected the gear up, the 3 gears retracted in their own well and the nose wheel after it was fully up and in its enclosed space, a SEQUENCE VALVE would then come into play and insert 2 safety pins into the closed doors. The nose wheel doors needed to be fully secured for landing or DISASTER would end the flight IN SECONDS. To get an idea of the problem if the doors were not fully secured, visualize the water pressure involved when a 30,000 lbs airplane touch the water at around 45 to 50 knots speed. The slightest opening in between the two nose wheel doors would allow the extreme water pressure to completely force the doors wide open and tear apart anything in the nose bay area, including one or more of the doors and stress the hull to near or greater breaking point. It happened one year later to another Canso also landing in Greenland, The hull was split wide open right back to the forward passenger compartment. 15 passengers were killed. Details ON A FUTURE POST. On my far too close to disaster landing, I am fully convince to this day, what saved me and the crew, was a special technique I had personally developed not too long after I was checked out on the airplane type. One thing I always did in my career as a pilot, was to constantly look for an improved way to handle an aircraft. Therefore In my handling of the Canso on water, instead of flying in a level position ( parallel to the water) until water touchdown as I had been thought, I would raise the nose of the aircraft 4 to 5 degrees JUST BEFORE touchdown. Timing had to be spot on to prevent bouncing the aircraft In my opinion it made it safer because it would get the airplane in a good attitude to quickly get back in the air again if required. Also, it would put the water pressure further back on the aircraft hull and have the doors a little higher up, even though still well within the extreme water pressure zone. Not high enough to really prevent the doors being forced open if they were not perfectly closed and secured by the insertion of the 2 pins, fully in, one in each door. I was certainly proven right in SKERTOPPEN LANDING. On this particular landing, there was a sudden loud noise and very sharp downward movement of the nose of the aircraft and we received a big water spray in the cockpit getting us quite wet. Because I always, for water landing, kept my left hand firmly grasping the control column and my right hand on the engine power levers and my immediate reaction to the very unusual happenings, I instinctively gave an extremely sharp pull on the control column, and applied full power to the engines which combine with the speed still near flying requirement , got the airplane quickly back in the air where it slowly accelerated to a safe flying speed. Now that we were again safely flying, a check of the cockpit showed the water pressure had busted a small inspection window on the cockpit floor which was located above the nose wheel tire when the nose gear was retracted. Not only was the small inspection window blown wide open, the metal door between the cockpit and the forward passenger compartment had been blown wide open spraying water in that forward cabin.. It was obvious serious damage had been sustained, There was only one thing to do. I returned to SONDRESTROM FJORD our operating base, actually an American air station in Greenland. The actual extent of the damage up to that point was still not established. It appeared the right nose gear door had been severely damaged. I cannot recall, so do not take it as the truth for now. I have some very good friends doing research about it, I am very curious myself, I would love to remember and be sure about it.. The landing back at base had to be planned for a possible gear collapse. It turned out fine and after a very slow taxiing of the aircraft to the assigned parking area no further problem were experienced. Talk about luck. I did not want anymore such close call. I believe my TICKER reached supersonic speed, and the additional gray hair quickly tripled.. Good thing I was blessed with the ability to return to a complete relax state very quickly. Later some company decided to modify the Canso type aircraft to make them water bomber and use them to fight forest fire, that meant installing large doors in the hull, UNCLE BEN WAS NOT THAT STUPID, MY FLYING THE CANSO DAYS WERE OVER PERMANENTLY. It was the right decision since I am here to talk about it. I have always tried very hard on all my stories posted to ensure they were completely true and as accurately detailed as humanly possible. To continue with the habit I offer the following comments. On reviewing this incident, I feel my flying experience contributed very little to the prevention of total fatal disaster, and I would be lying if I took any credit for it. IT WAS 99.999999 % LUCK. Experience counted for the infinitesimal small value left in the number stated to round it to a normal size number, therefore it made such a small contribution it has to be discarded. All my experience did was to make me a very quick and instant reactive person, yes it helped but luck was the dominant factor. For young pilots reading this post, take my advice and never stop working hard to get more knowledgeable about flying, there is always something to learn. Do not falsely believe you have reached the maximum limit of learning. It will kill you soon enough if you do. After a 47 years career and 30,000 plus hours of flying experience I am still studying and looking for new things I could pass on in whatever productive manner I can offer. I thank you very much for having the patience to read this lengthy post. My excuse, I desire to have not only a true post but one that has sufficient details to be easily followed and understood. For this story, since I very nearly became a permanent member of the other world I assumed you would not mind extra details. One of my many faults in life, being overly sensitive for additional information. I wish you all the very best success in everything you do and most important of all BE HAPPY and enjoy your activities to the fullest, remember a persons life is a lot shorter than expected. Make it worthwhile while you can. SINCERELY UNCLE BEN.
Posted on: Mon, 27 Jan 2014 10:13:15 +0000
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