Egress Training www.dunkyou.com

Family of Flyers

Recently I Egress Trained a group of Aviation enthusiasts in a back yard pool hosted by Rob Dimitrieff of the St. Catharines Flying Club located at Niagara on the Lake. Amongst the group of students was Victoria Proctor accompanied by Mom Lise who are both float fliers.It turns she is from a long history of aviators dating back to WW 1 where Great Granda was an observer in the RAF.

Victoria’s Grandpa learned to fly Harvards in 1948 also with the RAF, Dad is an Air Canada A320 Captain and Mom learned to fly at Buttonville at the age of 18 in a Piper Cherokee, her father also owns a Cessna 172 on floats and is an avid fisherman.

Now Victoria in this family of Flyers is finishing her fourth and final year at Seneca College stating she was hooked on aviation right after her first landing on Twelve Mile lake under Dad’s instruction for her float endorsement.

Her next step in life is to get after her instrument and instructors licence’s so my guess would be to further the family history with one of the Major airlines.

Soon after returning home from Ontario I opened an email from Victoria which follows as:

The best thing I did this past summer happened by chance. I was reading the second edition of Transport Canada’s Aviation Safety Letter 2011, when something popped out at me; “Underwater Egress Testimonials…”. I vaguely recalled Doctor Magee hassling me to go to the Ex for the airshow, and try out their water egress simulator. As he explained to a horrified sixteen year old (me) that I’d be better off knowing how to get out of a submerged, inverted aircraft, I shivered and swore that I’d never impart that kind of terror on myself.

When I read about egress training this time, it was an article by Bryan Webster, the founder of Aviation Egress Systems. The article describes his own experiences from being in aviation accidents that lead him to creating this company that trains pilots and passengers to survive a water crash. As I read this article, I slowly started to think about how important it is to always be prepared for the worst. It soon became clear that I needed to take this course.

After contacting Bryan, signing up for the course and coercing my float pilot mother to join me, we were off to Niagara Falls! The day was separated into two parts: ground school in the morning, and egress simulations in the afternoon. Ground school consisted partly of us watching videos of what could happen, and the reasons why it happened. We discussed numerous things, including non-water emergencies, seatbelt etiquette, cockpit layout, different aircraft designs regarding evacuation, and equipment that should be carried. It was made clear that we cannot be trained to flawlessly handle every emergency but that it is extremely important to be prepared.

In the afternoon came the fun part. We learned how to use those inflatable lifejackets you see in airline videos (not as easy as those models make it look!), how to get into and pull someone else into a life raft, and other things to consider when floating around waiting to be rescued. We were slowly eased into the actual escaping part of the day; we started with simple things like opening windows and getting through them in the water, and then progressed to the cockpit simulator. Some of us began escaping from an upright simulator and later progressed to the more realistic “flip”, whereas others dove right in. I will not tell you that it wasn’t intimidating but after a few times, it was easier.

And after a few MORE times, it was fun! The course was great because it went at the pace of the learner, and therefore every single person confronted their fears and went in for the dunk.

It should also be mentioned that out of over 5,000 people that have graduated from this course, five have gotten into ditching accidents. Every one of those five came back to tell their escape tale.

As new pilots, we should take every bit of safety and emergency training we can get (while we wait for experience to kick in). I highly recommend this course to everyone, especially pilots and passengers that fly over water. For more information on Aviation Egress Systems, visit www.dunkyou.com.

Victoria it was my pleasure to Egress Train both you and your Mom, here’s wishing you all the best for your future which no doubt will be exciting and rewarding.

Bryan Webster is your BC and Yukon COPA director and has been also flying from the early age of 16. He now has over 11.500 hours in multiple aircraft and teaches pilots plus their passengers how to safely Egress from aircraft all over Canada.

For further information contact Bry The Dunker Guy at 250-704-6401.

PRISCILLA’S STORY

Last fall as you may have heard there was a very bad accident on the BC Coast between Vancouver and Victoria while departing from the Gulf Islands.This event has effected people not only in aviation but all who fly as passengers and will eventually change many safety related areas of aviation.Here is a story sent to me which I feel you may benefit from reading.

Dear Bryan

I have been a frequent floatplane passenger. While living on Bainbridge Island west of Seattle, I worked on a project which required me to travel by floatplane from Seattle to the San Juan Islands weekly for about 5 years. I flew mostly on De Havilland Beavers and Otters.

I have always been hyperaware when I fly on any aircraft and I have always been concerned with the door operation on both Beavers and Otters. The small recessed rotating handles are not easy to operate in the best of conditions. In Beavers, the location of the handles on the back doors makes the doors particularly difficult to open.

I now live on Saturna Island BC. Last fall I flew from Seattle to Victoria by floatplane the same day a floatplane went down off of Saturna Island. I arrived on Saturna by boat at the same dock that a floatplane left from about half an hour before and went down shortly after take off. The plane ditched just south of our home and I helped neighbours search for survivors.

Needless to say this terrible accident has affected me deeply. I am desperate for something good to come from this tragedy.

After this accident I contacted a friend who is a commercial floatplane pilot and he suggested that I take the Aviation Egress class that you teach. I came to the class prepared with both a strong desire to learn how to survive a floatplane ditching and also a strong desire to help make floatplane aviation safer.

Your class was excellent and you answered all of my questions. In fact, your class was a real eye-opener. It covered all aspects of floatplane ditching and egress, both in the classroom and in the pool. This experience showed me how tough it is to get out of an inverted aircraft in the water in the best of conditions. You made the class enjoyable and your knowledge, expertise and passion for making flying safer are truly inspiring.

I would recommend your class to everyone who flies over water. In fact, your class caused me to look at how to get out of a submerged motor vehicle in a whole new way.

I continue to follow and applaud the efforts of those who strive to make floatplane travel safer. Better door and window designs and emergency egress operation need to be implemented industry-wide as soon as possible. Better access to life vests after ditching needs to be addressed now as well. Implementing better safety briefing by pilots and in the seat back pockets can help save lives too. Additional safety features could also be implemented over time.

I thank you for all that you do in helping to make the industry safer and I look forward to taking your class again.

Sincerely

Priscilla

Thanks Priscilla and I agree with your outlook on how changes need to be made, although it is sad that accidents and loss of life have to be the catalyst.The Beaver door mechanisms and location have long been know as inadequate, and I personally am working on having that improved. I have found the engineering teams who work on these projects are unfortunately not well versed in the understanding of how mechanisms need to be designed for underwater applications.Once testing is complete I believe this situation will be resolved, and in conjunction with the latest push out escape window now available for the De Havilland Beaver they will be an awesome combination.As for life vests there has been a huge controversy as to wear or not to wear them on float aircraft.

Given todays technology I would suggest we put our industry wide heads together and figure out a better way than involving marine application life vests in the first place, as above and beyond the standard T/C C13 you would find under the seat.

Bryan Webster has a history of over 30 years with float and light aircraft in general which started with a high speed impact in the water as a passenger in 1977.

In 1998 he opened Aviation Egress Systems offering a one day program all over Canada to assist all who fly and could possibly end up inverted unexpectedly.

For further information contact:

Bry The Dunker Guy

250-704-6401

www.dunkyou.com

info@dunkyou.com

Once again it is time for the subject of Amphibious aircraft be discussed.

Since the design option of being able to lower wheels from floats or gear available for the flying boats pilots have found themselves often with passengers upside down in the water or skidding to a sudden halt on a runway with the wheels safety stowed in their wells.

This month I have received not one but two calls from individuals who were understandably distressed and badly shaken up after actual gear down landings in the water happened to them personally.

The first one a sudden stop followed by traumatic dunking with moments of sheer terror, the second sadly told a story of a young person loosing their life to this simple mistake which happens all to often with deadly consequences.

Then shortly after these calls a video arrived showing the beautiful landing of a De Havilland Turbine Single Otter complete with passengers on water and wheels hanging, then immediately rolling on it’s back. ( Please view my website www.dunkyou.com under videos for the link)

In listening to these people’s story my heart goes out to them as there are so many family and friends touched adversely by an event such as this which after the fact seems so easily to avoid.

Why with our incredible technology does this continue to happen all over the world where ever water and the option of lowering gear is involved?

Often it could be considered complacency and not understanding the consequences or possibly a distraction right before turning final.

In all three of these above mentioned recent cases though it was simply taking off from a paved runway and forgetting to raise the gear prior to a water landing which is specific to a floatplane only surface.

To the best of my knowledge there are presently no after market landing gear position warning devices available which are absolutely fool proof, if there is please feel free to prove me wrong.

The computerized voice stating gear is are often disabled by the crew once they start to preach the word being as they become annoying after the 20^th landing that day.

On more than one occasion during my Egress Training program I have had pilots admit they verbally stated out loud for their pre- landing check water landing gear is down and did just that followed by a very bad experience.

In my personal career I have flown several amphibious aircraft commercially and performed numerous check outs for pilots on their own machines to date without mishap.

I start by explaining what exactly will happen if the gear is mistakenly down and a water landing is performed and vice versa for gear up when lined up for final to a runway surface.

Then be sure there are mirrors available to physically show gear position for the pilot and passengers identifying where the wheels are located prior to any landing plus any indicators on the float tops.

Most importantly there are also dash lights indicating blue for water and the aircraft manufacturers preferred colour for hard surface landings.

I highly suggest using a check list and ensuring the water landing option being on blue paper thus the pilot instinctively selects the proper gear position shortly before entering the landing phase of the flight.

Is there a better answer for solving this problem everyone agree’s on to be assured you are doing the right thing when you will be 100% correct or 100% wrong , if there is again let us all know.

I have written similar stories regarding amphibious aircraft in past COPA issues far back as May 2005 and yet this continues to take place with predictable results so lets put our heads together and figure this one out before it happens again.

Bryan Webster has accrued over 11.500 hours in over 35 different aircraft types.

He is also the CEO of Aviation Egress Systems training pilots and their passengers since 1998 how to safely handle aircraft in water emergencies all over Canada.

NOTE: Terry Wilshire our present BC & Yukon COPA director who has held this position with great success is sadly stepping down for medical reasons.

To help carry on his passion for freedom of flight Bryan Webster will be seeking your vote for the BC & Yukon COPA director position.

Please view my Bio in your next COPA edition.

For further information contact:

Bry The Dunker Guy

250-704-6401

www.dunkyou.com

info@dunkyou.com

Ditching Myths

In my years as an Egress instructor I have had some interesting questions posed to me, as well a number of misguided piloting types explaining how they would personally handle a ditching.

The reality is there is only seconds to react after a complete inversion, before the overwhelming reaction to being entrapped is unleashed. About that time the animal instinct to survive becomes paramount, demanding you find an air supply immediately.

To have no pre- determined escape plan for you and your passengers complicates an already extremely challenging situation, while the clock rapidly dictates a positive or negative out come.

To have previously experienced a similar event in a warm pool facility should this ever happen to you, proves the results are mirror image for the success rate of those trained verses untrained.

By knowing what to do and expect from previous Egress training, plus having been in water practicing life vest procedures and remembering to take one with you on the way out proves a major advantage.

There are many reasons why people are reluctant to Egress train ranging from fear of water, to claustrophobia or simply not wanting to be seen as incapable of handling the scenario by ones peers.

In Egress Training programs each individual has strengths and weaknesses, thus as a group we foster camaraderie and work with each person to achieve confidence and reach their highest personal potential.

Regarding ditching myths here are a few of my favorites-

Number one and the most common misunderstood plan would be to simply watch your air bubbles once entrapped inverted and proceed to safety.

The problem associated with this idea is the obvious poor visibility at best being under water, and the possibility of silty water conditions or darkness.

Also you are giving up a percentage of the limited air supply held in your lungs which can not be replenished in order that you create this indicator.

To add to the scenario, what if the aircraft is pointing nose down and you find yourself in the rear of the cabin totally disorientated and unable to locate the now illusive door handles behind and below you.

Number two and another favorite is that a calm and collected individual will open the exit and vacate the premises with ease, or failing that kick out a window and swim to safety.

I find most of theses personalities are covering their actual fear of water or participation in training with an arrogant attitude.

Pilots who refuse to entertain even thinking about what should be done in any aircraft emergency are not only endangering themselves, but also anyone they fly with.

Soon after a person as mentioned above is enrolled in Egress Training and actively participating, signs of uncertainty and concerns regarding the program appear.

Once training is completed an admission of previous over all anxiety is replaced with a new found respect and understanding of why Egress training is offered.

Number three being when flying over water climb high enough to reach land should a problem arise, and simply return to a suitable clearing on shore as a glider if necessary.

This is a good plan until you overnight at the opposite end of your journey and Mother Nature swaps CVOK for 500 feet obscured, and now you have to be at work in less than an hour.

About then you are informed by your traveling companions they also have commitments and thus just this once you must break your safety net exercised the day previous.

Number four and my personal favorite for all times was explained to me while trying to sell this new concept Egress program several years ago at an aerobatic flight training center.

The owner and head instructor stated emphatically that his plan, should he be faced with a ditching would be to roll inverted and enter the water with the landing gear pointing skyward. In his mind this flight condition would avoid the anticipated flip caused by wheels making contact with the surface and dragging its nose downward.

Considering this as an alternate procedure to the upright entry you may want to consider an impact at or above 60 mph similar to a convertible automobile with your head exposed. The very fact that most front aircraft windows are constructed of light Plexiglas which will most likely depart on impact, would be enough to deter me.

After researching this misconceived maneuver I was unable to find any information substantiating its merits as no one has ever tried it, which is partly why I would not

want to be the first.

Bryan Webster has flown in excess of 11.000 hours over the past 25 years and is yet today flying commercially in a De Havilland Beaver on the Canadian BC coast.

His past experience was partially responsible for realizing aviation was lacking in pilot Egress training and formed Aviation Egress Systems at Victoria BC in 1989.

Pilots and passengers are now able to train for ditching light aircraft in a one day program at a reasonable cost.

Bryan has also written a book on aviation egress called “Ditching Principles” which is now available on his web-site.

For further information contact Bry “The Dunker Guy” at 250-704-6401 or

check out www.dunkyou.com

Fall is now in the air with a new set of aviation challenges just around the corner.

This past summer Western Canada witnessed the most incredible weather Mother Nature had ever produced on record, which is about time as it was our turn. Aircraft were out in full force all over enjoying warm above average temperatures and few meteorological concerns other than smoke from numerous forest fires. The water temperatures were wonderful and with the exception of one unfortunate individual who ended his flight inverted at high speed underwater with the gear down, the incident rate appeared to me proportionately lower than usual. In the near future how ever wind weather and fog not to mention snow will undoubtedly add possible perils to our daily flight routines and must be considered previous to our departure. An enjoyable swim in our favourite lake during the month of August could be life threatening if clinging to a sunken float plane to far from shore at that identical location only a few months later.

Pilots must consider deviations due to weather problems and low ceiling thus always plan for this event and if at all possible carry more fuel or have alternates on your side to help eliminate running out short of destination. Winter survival courses are advised if your flight are taking place in the far North but if nothing else be certain you and your passengers are well dressed and equipped for an unexpected night out in the wilds.

For this or any unplanned emergency again as in the August COPA issue I would like to highly suggest you seriously consider purchasing and carrying a SPOT portable GPS onboard. Please understand I am no way affiliated with the SPOT Corporation but absolutely sold on its ability to track and locate you, plus send out a signal for assistance if required. This unit is not an ELT replacement and unfortunately was unavailable when the latest ELT update made its way to your aircraft, but one day I hope will be as it has proven to be so successful. When not giving you piece of mind while in flight it could be left in your vehicle as a life line while driving between Winnipeg and Flin Flon at -40 degrees and stuck in a snow bank. Just to give you an idea of how this unit works simply purchase the SPOT GPS for less than a fill up in your 172 compete with monitoring and program your computer so anyone can follow your movements as you travel.

Every 10 minutes a signal is sent leaving your trail on a Google map from most anywhere around the world giving an exact time and location of where you are and have been.

In the event of an emergency you may push one of two buttons sending help from your own responsible person or from any rescue organization you have selected. Since I purchased mine it has been on our son’s sailboat all over the BC Coast, on numerous overnight hikes including the 5 day West Coast trail on Vancouver Island plus flown literally hundreds of flights. In the event I holed a float on landing while jumping from the ocean to lakes in our distant wilderness it would have told of my location where the ELT would have been rendered useless at the bottom with no history as to my movements or present location.

Bryan Webster has accumulated in excess of 11.000 hours in light aircraft all over Canada and the US since 1976 when he learned to fly at Pitt Meadows BC. He still flies commercially today when not teaching Egress procedures to pilots and their passengers.

For further information contact:

Aviation Egress Systems

BRY THE DUNKER GUY

250-704-6401

www.dunkyou.com

info@dunkyou.com

Hypothermia and why we should understand its effects on aviators.

Chances of ever needing to know anything about hypothermia because we fly airplanes is slim at best, although for the unfortunate few cold soaked and away from help its essential.

As aircraft are designed and capable of transit to inaccessible places where no one else is available to us we must understand self preservation in the event of emergencies.

Here in Canada our environment is often harsh and could be life threatening for many cases in the event we do not reach the destination as planned, and have to deadstick half way.

As spring is approaching across the land we are reaching a point where the warmer days are longer, and in many locations give way to ice covered ponds thawing out but yet contain extremely cold properties.

Our coast lines differ from a point view that year round the very substance we utilize for landing on is very capable of killing us with in minutes should we inadvertently be submerged and soaking wet.

On the BC coast, all winter long aircraft on wheels and floats transit from cities to remote regions moving people and materials as they have for over 75 years successfully.

Occasionally large swells or wind gusts change the day’s routine from having to deliver the folks on time to survival while clutching a pair of inverted floats, and determining the distance for a swim to shore.

To our inland fliers it could be a similar situation where cold soaked people are climbing out of a half sunken aircraft which is being supported by broken ice, all at below 0 temperatures and in cold winds.

In either case if not dealt with properly the final outcomes are very similar, and how they are handled depict a positive or negative ending.

Both must stabilize the situation in order to survive, and may involve any number of frantic passengers when a host of important decisions are to be made under difficult conditions.

First you must understand that cold water temperatures extract heat and energy from the human body 27 times faster in water than on land at the same temperature once submerged up to your neck.

In the ski plane scenario first you must reach solid ice away from the aircraft, then in very short order find shelter from the wind and pray you remembered your trusty waterproof lighter, and then hope to have access to burning materials.

Downed floatplane individuals could be faced with numerous problems such as injuries

or inability to swim, large ocean swells could be present making that transit to land even more difficult.

In both cases advance training for these unexpected incidents would have provided a plan before the aircraft originally departed, ensuring life vests and lighters were present and with you once the emergency was underway.

Getting out of wet clothing at subzero temperatures, and warming by a fire are mandatory, often making the difference between living and slowly succumbing to hypothermia.

Knowing what to have with you and how to react in these predicaments is simply a matter of knowledge and training.

There are numerous wilderness survival courses offered in Canada where you actually spend nights out of doors in winter temperatures, so why not enrol and learn techniques which are basic but often lost by today’s advanced society.

www.deepwoodstraining.ca Greg Szocs located in Central Canada.

I also suggest you consider Egress training which has now become highly recommended for all who fly, plus I make it affordable by traveling all over Canada by bringing it to you.

Cessna 185 Ski Plane fell through spring ice

Cessna 206 gear down amphibious land on water.

Listed below are facts about Hypothermia

• Hypothermia – Loss of body heat.
• Body looses heat; body functions slow down and can quickly lead to death.
• Three critical areas where the body losses heat, the head & neck, sides of the chest and the groin area.
• If in the water protect critical body areas to slow down heat loss by placing something on you head anything that may be available, hat or anything that may be floating in the water, hold your body tight together if possible covering chest and groin with hands and arms.
• If two or more people are in the water, huddle together so that your bodies are in close proximity.
• Handle hypothermia victims gently.
• Place victim in a warm dry environment.
• Prevent further loss of heat by covering neck and head.
• Wrap victim in blankets.
• Do not rub the surface of the body.
• Apply heat (40 degrees Celsius) slowly and gently to increase the victims body temperature.
• Give warm drinks such as coffee, tea, or cocoa not alcohol – only if victim is conscious and alert.
• The condition is critical if the victim becomes stiff, unconscious, or shows signs of clouded consciousness, such as slurred speech – even if the victim isn’t shivering. Get medical assistance.

Bryan Webster is a highly experienced light aircraft specialist with over 25 years and 11.000 plus hours to his credit who still flies commercially on the BC Coast in a

De Havilland Beaver.

He also owns and operates Aviation Egress Systems teaching aircraft ditching procedures from Victoria BC.

For more information on Egress training contact

“Bry the Dunker Guy”

Bryan Webster

250-704-6401

www.dunkyou.com

Seatbelts; What’s the big deal?

Since the early beginning of aviation history it was proven that seatbelts save lives.

After a number of early bird men had been catapulted great distances in front of their most recent wreckage seatbelts were designed and installed.

Along the way advanced innovations such as shoulder harnesses became common, especially in the faster more powerful machines that entered the aerobatic world of flight.

Then emphasis was placed on quick releases and five point harnesses for immediate evacuation post crash. As aviation grew they became the standard for all who raced pylons or flew low in commercial operations plus on all military missions.

To put the concept in simple terms think of aircraft as an automobile with the gas pedal stuck at highway speeds and no brakes, because that is what you have once leaving the ground in any aircraft.

Today good quality seat belts are mandatory on all aircraft, and shoulder harnesses are available in a variety of installations to suit any airframe on the market.

The single strap across your chest is acceptable but could be inadequate for any forward high-speed impact. When compared to the single strap over each shoulder and secured from behind your head the crossover shoulder harness proves inferior.

One day when you are in level flight holding the controls picture a sudden stop, then decide if your face is adequately protected from a high-speed impact.

When flying with no shoulder harnesses installed or unwilling to wear them when they are available, the individual leaves themselves open to the possibility of unnecessary serious facial and head injuries.

To appreciate this understand when an aircraft accidentally enters water and noses down for example it stops completely in the length of its own airframe with incredible G forces.

On impact the lap belt is designed to help hold you in the seat, but your body will fold at the hips leaving your upper torso unprotected from impact as the forces of kinetic energy go to work. One theory is prior to a crash place the seat cushion or jacket between you and the control column, and it’s a good plan although the shoulder harnesses should keep you from reaching anything in front of you anyways. There are many different harness styles available for your aircraft from recoil to standard fixed on the cabin ceiling so do your homework and find the installation right for you.

Once a decision is made on the model be sure they easily release once you are in them, especially if the shoulder straps slide over your existing lap belts.

When seconds count either inverted underwater or at the end of a runway on your nose with smoke or possibly flames around, you will be glad this installation was well thought out for you and your passengers.

Another safety option is carrying a simple seat belt cutter onboard, which should be within easy reach in the event of entanglement.

In my opinion all front seats in any aircraft should be equipped with quick release 5 point lap/shoulder harnesses to help lesson injuries during any incident. A sudden stop impact could easily result in an unconscious pilot or crewmember, rendering them unable to help themselves or assist any passengers in the event of any emergency.

In an underwater situation this is and has been lethal on numerous occasions here in Canada and around the world, where often the rear seat passengers if on board saved the unconscious pilot/crew.

No matter what you fly or where, consider that seat belts and harnesses could be the best investment in safety you ever made.

Statistics show lap belts in light aircraft are only effective in minor low speed incidents.

Properly installed shoulder harnesses reduce injuries 88% and fatalities by 20%.

Bryan Webster is 11.000 hour plus pilot and owner of Aviation Egress Systems teaching pilots and passengers in light aircraft how to survive an aircraft ditching.

For information on how to enrol in an Egress training program contact:

“BRY THE DUNKER GUY

1-877-GO-DITCH

250-704-6401

www.dunkyou.com

info@dunkyou.com

Bry the Dunker Guy

Ditching Myths

In my years as an Egress instructor I have had some interesting questions posed to me, as well a number of misguided piloting types explaining how they would personally handle a ditching.

The reality is there is only seconds to react after a complete inversion, before the overwhelming reaction to being entrapped is unleashed. About that time the animal instinct to survive becomes paramount, demanding you find an air supply immediately.

To have no pre- determined escape plan for you and your passengers complicates an already extremely challenging situation, while the clock rapidly dictates a positive or negative out come.

To have previously experienced a similar event in a warm pool facility should this ever happen to you, proves the results are mirror image for the success rate of those trained verses untrained.

By knowing what to do and expect from previous Egress training, plus having been in water practicing life vest procedures and remembering to take one with you on the way out proves a major advantage.

There are many reasons why people are reluctant to Egress train ranging from fear of water, to claustrophobia or simply not wanting to be seen as incapable of handling the scenario by ones peers.

In Egress Training programs each individual has strengths and weaknesses, thus as a group we foster camaraderie and work with each person to achieve confidence and reach their highest personal potential.

Regarding ditching myths here are a few of my favorites-

Number one and the most common misunderstood plan would be to simply watch your air bubbles once entrapped inverted and proceed to safety.

The problem associated with this idea is the obvious poor visibility at best being under water, and the possibility of silty water conditions or darkness.

Also you are giving up a percentage of the limited air supply held in your lungs which can not be replenished in order that you create this indicator.

To add to the scenario, what if the aircraft is pointing nose down and you find yourself in the rear of the cabin totally disorientated and unable to locate the now illusive door handles behind and below you.

Number two and another favorite is that a calm and collected individual will open the exit and vacate the premises with ease, or failing that kick out a window and swim to safety.

I find most of theses personalities are covering their actual fear of water or participation in training with an arrogant attitude.

Pilots who refuse to entertain even thinking about what should be done in any aircraft emergency are not only endangering themselves, but also anyone they fly with.

Soon after a person as mentioned above is enrolled in Egress Training and actively participating, signs of uncertainty and concerns regarding the program appear.

Once training is completed an admission of previous over all anxiety is replaced with a new found respect and understanding of why Egress training is offered.

Number three being when flying over water climb high enough to reach land should a problem arise, and simply return to a suitable clearing on shore as a glider if necessary.

This is a good plan until you overnight at the opposite end of your journey and Mother Nature swaps CVOK for 500 feet obscured, and now you have to be at work in less than an hour.

About then you are informed by your traveling companions they also have commitments and thus just this once you must break your safety net exercised the day previous.

Number four and my personal favorite for all times was explained to me while trying to sell this new concept Egress program several years ago at an aerobatic flight training center.

The owner and head instructor stated emphatically that his plan, should he be faced with a ditching would be to roll inverted and enter the water with the landing gear pointing skyward. In his mind this flight condition would avoid the anticipated flip caused by wheels making contact with the surface and dragging its nose downward.

Considering this as an alternate procedure to the upright entry you may want to consider an impact at or above 60 mph similar to a convertible automobile with your head exposed. The very fact that most front aircraft windows are constructed of light Plexiglas which will most likely depart on impact, would be enough to deter me.

After researching this misconceived maneuver I was unable to find any information substantiating its merits as no one has ever tried it, which is partly why I would not

want to be the first.

Bryan Webster has flown in excess of 11.000 hours over the past 25 years and is yet today flying commercially in a De Havilland Beaver on the Canadian BC coast.

His past experience was partially responsible for realizing aviation was lacking in pilot Egress training and formed Aviation Egress Systems at Victoria BC in 1989.

Pilots and passengers are now able to train for ditching light aircraft in a one day program at a reasonable cost.

Bryan has also written a book on aviation egress called “Ditching Principles” which is now available on his web-site.

For further information contact Bry “The Dunker Guy” at 250-704-6401 or

check out www.dunkyou.com

KEEP YOUR EYE ON THE BALL

Summer has arrived for most us aviation enthusiasts all over Canada meaning that powerful itch to get back into our trusty Flying Machine has again taken priority over life’s daily routine.

Considering that many of us own aircraft which have been subjected to harsh winter weather and winds while tied down outdoors a through walk around is mandatory. On our arrival at our favourite airfield we may want to fire up and immediately take to the skies in spite of the fact that the only thing rustier than the pilot is the aircraft which could create a lethal combination. With the C of A still enforce until summer we are well with in our legal rights to avoid all the worry about anything going wrong and simply jump in to satisfying the need for speed and altitude.

My first advice is directed towards nose wheeled aircraft which sit outdoors for long periods of time and where condensation in fuel tanks could be a factor.

Once airborne we pull back on the stick leaving that water or contaminant in the fuel tanks to move rearward as the nose rises on climb out, of course at the worst time to be faced with and engine failure as the supply fuel lines are right there.

Solution- During your walk around have a helper hold the tail to the ground and then do your wing fuel sump fuel check confirming the tanks are truly free of water.

This pre- climb attitude simulation could save you from an emergency at the worst possible moment, especially when your not at the top of your game.

While completing your walk around look for any outdoor related damage which could prevent controls from free motion, then do the actual complete check of all six elevator/aileron movements.

Go inside rear compartments and confirm rodents and other creatures have not been living rent free all winter causing grief to wiring, and making cozy homes near control cables and related mechanisms.

While you are back there why not check the ELT for being in the armed position and maybe even test it between on the hour and 5 minutes after.

Now that you are satisfied there is air in the tires oil in the engine and fuel in the tanks no bird nests hiding under the cowl, maybe flip through the POH and brief yourself on emergency procedures.

After a longer than normal warm up to prepare the engine for what is about to come, away we go off into the wild blue yonder with as sense of professionalism knowing the aircraft is well prepared and our minds are in the cock pit remembering where switches are and what they do.

To pass on in flight tips I would like to describe what an old Alaskan Bush pilot told me back in the late 1970s when I was starting out my career at Dawson City Yukon.

He said to me, son flying is a wonderful experience great way to make a living and the quickest way to kill yourself if you let your guard down.

Think of it as what I call the Triangle of Terror he said, you can load 2 of the corners on any trip with what ever you want which could be poor weather less than adequate fuel or an aircraft you’re not totally comfortable with mechanically.

The problems start when you knowing load the 3^rd corner and then find your self low on fuel in bad weather and PPNR (Past the Point of No Return) as night is setting in.

In a lot of cases fatigue or stress is already embedded in one of the corners before you start the flight after possibly a long day in the office or after a heavy work week at Joe Blows Air Service or your office which finances the ability to fly.

Just something for you to think about and something I have managed to live by for over 30 years, and now I am that old Guy I met so many years back passing it on to you and totally understand what it was he was talking about.

Fly Safe Always

Bry the Dunker Guy

Bryan Webster own and operates Aviation Egress Systems teaching pilots and passengers all over Canada how to survive a Ditching as he did as passenger in 1977.

Bryan has over 11.000 Hrs in 35 different aircraft still today flies a De Havilland Beaver commercially on the BC coast when time permits.

For further information check out www.dunkyou.com or contact Bryan at 250-704-6401