Below we describe things to bear in mind when flying near the coast and over the open sea. We dedicate a separate chapter to the aspect of "what safety equipment, such as life jackets, do I need to take with me".
Flying near the coast or over the open sea
Flying near the coast or over the sea offers breathtaking views and special challenges. From the endless sandy beaches of the North Sea and Baltic Sea to the jagged cliffs of the Mediterranean and Atlantic - the combination of land and sea makes coastal flying a unique experience. At the same time, the special geography and climate of coastal areas also entail risks that pilots need to be aware of and take into account.
Special features when flying near the coast and over the open sea
- Weather conditions: Stronger winds, frequent crosswind landings and sudden weather changes are typical.
- Visibility conditions: Sea fog, low-hanging clouds and haze can make navigation difficult.
- Long distances over water: Flights over the sea require good planning and special safety equipment. An engine failure over water can have serious consequences.
- Nature conservation and bird protection: Coastal regions are often protected areas with special regulations.
- Weather: Rapidly changing conditions and a lack of landing options require foresighted planning.
- Emergency management: A water landing and the subsequent recovery place high demands on the equipment and the crew.
Pilots flying close to the coast or over the sea or water need to expand both their technical skills and their knowledge of local conditions.
Weather phenomena near the coast
Coastal fog and haze
Coastal fog occurs when moist air flows over cold water and cools down there. This weather phenomenon mainly occurs:
- In the evening and at night when the air cools faster than the water.
- In autumnwhen the sea is warm but the air is cool.
Important notes:
- You should keep an eye on the dew point temperature and the spread (difference between the current temperature and the dew point). If the difference is only a few degrees, fog can quickly form if, for example, the setting sun cools the air further down to the dew point.
- Coastal fog can make visual flight conditions unusable within minutes.
Strong winds and crosswinds
Coastal areas are often exposed to strong winds, in particular:
- On the North Sea and Baltic Sea by low-pressure areas over the North Sea and the British Isles, which usually results in a strong westerly wind.
- On the Mediterranean by downslope winds such as the Mistral (France) or the Bora (Croatia).
In general, the temperature differences between cool water and warm land often lead to so-called sea breezes.
Sea breezes occur when warm air rises over land and is replaced by cooling air from the sea. This can lead to local turbulence can lead to It can also often lead to Wind shifts which, depending on the wind direction, makes a crosswind landing necessary.
Crosswind landings:
- Pilots should know the maximum crosswind component of their aircraft and practise crosswind landings regularly.
- An alternative site with a better alignment to the wind direction should always be planned for, as well as sufficient fuel to have enough time to fly to these alternative sites.
Preparation for flights near the coast or over the sea
Route planning
- Avoid dangers: Military exclusion zones and firing ranges are often located on the coast and can become active at short notice. You can obtain up-to-date information via NOTAMs or FIS.
- Water crossings: Plan alternatives to avoid ditching. Routes along the coast often offer more safety reserves, even if the routes are somewhat longer than a direct flight over the open sea.
- Alternative routes: If possible, plan the flight route so that land remains within gliding distance.
- Landing: It is important to note the different opening times of the landing sites on the islands. In summer it can get very crowded and some landing sites require a PPR. You can find information about this on the website of the respective airfields.
Aircraft performance
- Take-off and landing: High winds often prevail at coastal airports. Good knowledge of performance in crosswinds and short runways is crucial.
- Navigation: Near the coast, GPS signals can be influenced by reflections from water surfaces. Additional VOR/NDB navigation is advisable.
Long distances over water
One of the biggest challenges when flying over the sea is the lack of gliding distance to land:
- Sliding angle: Pilots should know the glide angle of their aircraft and ensure that land remains within this range when planning. Of course, this is not always possible when it comes to long distances over the sea.
- Water temperatures: In Central European waters, the survival time in an emergency can be very limited due to cold water temperatures.
Emergency landing in the water
If an emergency landing can no longer be avoided, wind and waves must be taken into account: If the waves are high, you should land parallel to the valleys, otherwise against the wind direction. Before touching down, the doors should be opened, the wheels should not be extended if the landing gear is retractable and the landing flaps should be extended in order to touch down at the lowest possible speed.
Training and briefing
- Sea survival training: Courses such as those offered by AOPA Germany teach important skills for emergencies over water.
- Passenger briefing: Passengers should be familiarised with lifejackets, equipment and emergency procedures before the flight.
Preparing for an emergency
- Make an emergency call: Before landing, make an emergency call by radio (121.5 MHz) and via ELT/PLB.
- Stabilise the aircraft: Reach a stable position for landing with minimum speed and a controlled descent.
Behaviour after immersion
- Activate life raft: Only activate after leaving the aircraft and at a safe distance.
- Life jackets: Only inflate these after getting out to ensure freedom of movement in the cabin.
- Signalling: Attract the attention of rescue teams with flares or mirrors.
Important regions and special features
North Sea and Baltic Sea
- Bird sanctuaries: In the German North Sea and Baltic Sea there are numerous "Aircraft-Relevant Bird Areas" (ABAs) that should be flown over at more than 2,000 feet AGL. In Germany, this is only a recommendation; in other countries there are stricter regulations for comparable areas, which you should be aware of. The issue of "bird strikes" is also something to be aware of, especially during take-off and landing.
- Tailwind: Strong tailwinds can reduce the flight time, but make counterflights considerably more difficult. Very strong headwinds in particular can have a considerable impact on slow aircraft. It is essential to plan for this.
Atlantic
- Downdrafts: Downdraughts occur particularly on the French Atlantic coast.
- Sea fog: Fog that sets in quickly is a typical problem, especially in the evening.
Mediterranean Sea
- Wind phenomena: Mistral and bora are frequent and require adapted altitudes and routes.
- High mountains: Areas such as Corsica and Croatia combine mountain and coastal flying and require particularly good preparation.
Equipment: life jackets and co
As the topic of whether and when life jackets and other emergency equipment should be taken along is often hotly debated, we would like to summarise the specific legal situation on this topic (see also https://ffac.ch/wp-content/uploads/2023/08/067-Fluege-ueber-Wasser-mit-Landflugzeugen.pdf ).
Commercial air traffic
The rules for commercial air transport are set out in Part CAT of Regulation (EU) No 965/2012. There, the CAT.IDE.A.285 standard on equipment for commercial flights over water states the following:
"CAT.IDE.A.285 Flight over water
(a) The following aeroplanes shall be equipped with a lifejacket for each person on board or an equivalent flotation device for each person on board younger than 24 months, which shall be readily accessible from the seat or berth of the person for whose use it is intended:
1. land aeroplanes operating over water at a distance of more than 50 NM from the coast or taking off or landing at an aerodrome where the take-off or approach flight path is over water in such a way that a ditching could be expected, and
2. seaplanes that are operated over water.
b) Every lifejacket and equivalent buoyancy aid must be fitted with electric lighting to facilitate the location of persons.
c) [concerns only seaplanes]
(d) aeroplanes operated over water at a distance from an area of land suitable for an emergency landing greater than
1. the distance that can be travelled at cruising speed in 120 minutes, but not exceeding 400 NM, for aeroplanes capable of continuing to an aerodrome at any point along the route or planned alternate route in the event of failure of the critical engine(s); or
2. for all other aeroplanes, the distance that can be covered in 30 minutes at cruising speed, up to a maximum of 100 NM,
must be fitted with the equipment specified in point (e).
(e) Aeroplanes complying with point (d) shall carry the following equipment:
1. a sufficient number of life-rafts to accommodate all occupants of the aeroplane, the life-rafts being stowed so as to be readily deployable in an emergency and large enough to accommodate all survivors in the event of the loss of a life-raft of the largest rated capacity,
2. a light for locating survivors in each life raft,
3. life-saving equipment for carrying out life-sustaining measures appropriate to the flight to be performed, and
4. at least two emergency rescue transmitters (Survival ELT(S)).
(f) From 1 January 2019 at the latest, aeroplanes with a maximum certificated take-off mass (MCTOM) exceeding 27 000 kg and with a maximum operational passenger seating capacity (MOPSC) exceeding 19 and all aeroplanes with a maximum certificated take-off mass (MCTOM) exceeding 45 500 kg shall be equipped with a securely fixed underwater detection device transmitting on a frequency of 8,8 kHz ± 1 kHz, unless:
1. the aeroplane is operated on routes where it is never more than 180 NM from the coast, or
2. the aeroplane is equipped with robust and automated means which, in the event of an accident in which the aeroplane is seriously damaged, enable the exact location where the flight ended to be determined."
Non-commercial flight operations with technically complex motorised aircraft
Part NCC of Regulation (EU) No 965/2012 is dedicated to the rules for non-commercial air transport with complex motor-powered aircraft (this includes in particular multi-engine aircraft meant). There, NCC.IDE.A.220 sets out the following requirement for the equipment:
"NCC.IDE.A.220 Flight over water
(a) The following aeroplanes shall be equipped with a lifejacket for each person on board or an equivalent flotation device for each person on board younger than 24 months, which shall be readily accessible from the seat or berth of the person for whose use it is intended:
1. land aeroplanes operating over water at a distance of more than 50 NM from the coast or taking off or landing at an aerodrome or operating site where, in the opinion of the pilot in command, the take-off or approach flight path is over water in such a way that a ditching could be expected, and
2. seaplanes that are operated over water.
b) Every lifejacket and equivalent buoyancy aid must be fitted with electric lighting to facilitate the location of persons.
c) [concerns only seaplanes]
(d) The pilot-in-command of an aeroplane operated at a distance from land at which an emergency landing is possible that is more than 30 minutes at normal cruising speed or 50 NM, whichever is less, shall consider the risks to the survival of the occupants of the aeroplane in the event of an emergency ditching and decide on that basis whether to carry the following:
1. equipment to be able to emit distress signals,
2. a sufficient number of life rafts to accommodate all occupants of the aircraft, stowed in such a way that they are ready for rapid deployment in an emergency; and
3. life-saving equipment for carrying out life-sustaining measures in accordance with the flight to be performed."
Non-commercial flight operations with aircraft other than technically complex motor-powered aircraft
Non-commercial flight operations with other than technically complex motor-powered aircraft Part NCO of Regulation (EU) No 965/2012 sets out the rules for non-commercial flight operations with other than technically complex motor-powered aircraft. These rules apply in particular to single-engine general aviation aircraft for use. NCO.IDE.A.175 states the following regarding equipment for flights over water:
"NCO.IDE.A.175 Flight over water
(a) The following aeroplanes shall be equipped with a life jacket for each person on board or an equivalent flotation device for each person on board younger than 24 months; this lifejacket or buoyancy aid must be worn or stowed in a place easily accessible from the seat or couch of the person for whose use it is intended:
1. single-engine land aircraft:
(i) when flying over water beyond gliding distance from the shore; or
(ii) when taking off or landing at an aerodrome or operating site where, in the opinion of the pilot-in-command, the take-off or approach flight path is over water in such a way that a ditching could be expected;
2. seaplanes that are operated over water and
3. aeroplanes operated at a distance from land areas suitable for an emergency landing, where an emergency landing is possible, which is more than 30 minutes at normal cruising speed or 50 NM, whichever is less.
b) [concerns only seaplanes]
(c) The pilot-in-command of an aeroplane operated at a distance from land at which an emergency landing is possible that is more than 30 minutes at normal cruising speed or 50 NM, whichever is less, shall consider the risks to the survival of the occupants of the aeroplane in the event of an emergency ditching and decide on that basis whether to carry the following:
1. equipment to be able to give the distress signals,
2. a sufficient number of life rafts to accommodate all occupants of the aircraft, stowed in such a way that they are ready for rapid deployment in an emergency; and
3. life-saving equipment for carrying out life-sustaining measures in accordance with the flight to be performed."
Summary - Emergency equipment for non-commercial flights
Requirements for single-engine aeroplanes
- Lifejackets are required if the aircraft is flying so far from the shore that it can no longer reach the coast in the event of an engine failure.
- Life jackets must also be carried when taking off from or landing at an aerodrome that is so close to the water that an emergency ditching is to be expected in the event of a technical problem. Examples of this are aerodromes such as St. Gallen-Altenrhein or Wangen-Lachen. Here, the pilot-in-command must decide on the basis of a risk assessment whether lifejackets are required.
Requirements for multi-engine aircraft
- Lifejackets must be carried if the aircraft has travelled further away from an area on the shore suitable for an emergency landing than it can cover in a normal cruise flight within 30 minutes.
- It may also be necessary to carry lifejackets in coastal areas, as not all coastal areas are suitable for emergency landings (e.g. due to mountains or cities).
- Lifejackets are mandatory if the aircraft is more than 50 NM from a suitable emergency landing area over water.
General requirements
- Number of life jackets: This depends on the number of people on board. For infants under 24 months of age, a buoyancy aid must be carried that fulfils the function of a lifejacket.
- Accessibility: Every person on board must have easy access to their lifejacket from their seat. If this is not possible, the lifejackets must be put on during the flight. The latter is highly recommended!
- EASA recommendations: For non-commercial flights, EASA also recommends lifejackets with lights for better visibility at night. Otherwise, there are no specific requirements (i.e. they do not have to be the waistcoats familiar from commercial aviation. In fact, these are explicitly not recommended). Allowed are
- Solid waistcoats
- Manually inflatable lifejackets
- Automatic waistcoats with CO2 cartridge (please note: Automatic waistcoats can inflate automatically if water enters the aircraft, which can hinder evacuation. In this case, you should buy waistcoats that can be triggered manually).
Additional regulations for distances over 30 minutes or 50 NM
If the aircraft is further away from a suitable emergency landing area than 30 minutes at normal cruising speed or more than 50 NM, the following requirements apply:
- The pilot-in-command must decide whether other equipment is required in addition to lifejackets, such as life rafts, emergency signalling devices such as signal rockets or smoke pots, PLB emergency transmitters, survival suits and lifesaving equipment such as water supplies or glucose tablets
- Factors such as swell, air and water temperature, distance from the shore and sea rescue options must be taken into account when making the decision.
Tips for emergencies
Contact air traffic control: In the event of an emergency ditching, air traffic control should be informed by radio. They can localise ships in the vicinity and alert the sea rescue service.
After the ditching:
- Stay with the aircraft while it is still floating. It is easier to find an aeroplane or debris than a person's head in the water.
- Life jackets should only be inflated after leaving the cabin so as not to hinder freedom of movement in the cabin.