Egress Training www.dunkyou.com

COPA Director for British Columbia and Yukon

Hello from Bryan Webster who would like to be the successful

candidate for our upcoming BC/Yukon COPA Director position.

I was born and raised at the end of the Vancouver Airport where I started my fixation with aircraft at an early age. In 1978 I held my first commercial pilot position in a Cessna 185 prior to my 20^th birthday. Over the next few years I applied for and received an operating certificate offering fixed wing charter services at Dawson City Yukon with my beloved 1940 Luscombe 8A and Cessna 185,206 also De Havilland Beaver.

After selling Klondike Air my new wife and I moved to Fort Smith then Yellowknife NWT where I flew birddog for a team of A26 water bombers and also floatplanes in the summer months then to ski equipped aircraft for the winter. In 1988 I received my twin engine multi IFR and later Airline Transport Rating and initiated flights in Medivac and corporate aircraft.

Then on to Edmonton Alberta and now Victoria BC where we presently reside with our two boys. I supervised all pilot training and flew the Cessna Caravan for Fed X Canada until 2001 when I founded Aviation Egress Systems.

At present I have accumulated over 11,000 hours in 35 different aircraft types and taught 3000 people techniques for Egress at 42 separate locations across Canada.

In 2007 I received the Transport Aviation Safety Award for an exceptional contribution to the promotion of Canadian Aviation Safety.

Over the past summers I have remained current flying for a number of BC Coastal floatplane Companies and also offered instruction for floatplane ratings.

Being a long term COPA member and have written 64 monthly Articles by Bry The Dunker Guy thus I feel qualified to join in and help support our freedom of aviation along side the existing directors. I would like to be involved in helping shape COPA for a positive direction in the new wave of technical and regulatory changes. It is evident we will all be effected in our personal flights by bureaucracy over time thus I would hope to help minimize the impact with a common sense approach.

Sincerely Bryan Webster

info@dunkyou.com

250-704-6401

Pilot versus Fish

Here is a different way of looking at a situation for the next time you are out cruising along on wheels over water or even on floats over top of huge sea swells. For example pilots in general might want to give due consideration on take off out over water at airports such as Vancouver or Victoria BC then possibly consider educating themselves on Egress Training. Looking at the statistics, take off and more importantly the landing phase of flight are where a good percentage of the accidents shade in the pie chart. For a floatplane operator it is the very liquid substance we depend on for our runway which could prove lethal when least expected. Each year a few unlucky aviators are merrily flying along with out a worry in the world and then with absolutely no warning they are upside down in freezing cold water trapped in their aircraft. The reason for the upset is not important, and all too often sudden and unexpected. The response to a cold water submersion could easily be a shocking experience and then followed by a traumatic feeling of entrapment if not handled correctly. For the fish playfully darting about outside your inverted airframe they are right in their element and will live their lives in this environment, as we do above water. For the aircraft occupants who have just been subjected to a violent impact followed by a sudden stop possibly in the length of the aircraft, seconds will make the difference between survival and possibly loss of life. In a similar way to a fish who will not survive long out of water we as humans are unable to spend any appreciable amount of time in their watery world without breath. For any person who finds themselves underwater without Egress Training the difficulty is an ability to control your emotions and understand disorientation with out panicking. Regardless of water skills such as being a good swimmer or scuba diver when confronted with inversion plus confinement and cold shock, it proves to be a formidable challenge for the best. Finding exits with limited eye sight while upside down and with only seconds to survive before you are forced to breathe is something difficult to describe. To best understand this scenario most people are able to hold their breath for a minute or more while sitting comfortably and with out physical exertion. In this unfortunate situation you are often without warning subjected to impact cold water and then once you have released your seatbelts in a foreign world seeking door handles which moments earlier were right there. In the event you are unable to find the door latch from this sealed box like affair your animal instincts to survive take over. Now you become extremely powerful as adrenaline has been released into your system along with a rapid heart rate which is placing high demands on your limited oxygen supply and lowering the over a minute dry land time to less than 15 seconds. With all this being said what is the best answer to prepare for this situation should it happen to you? Enrol in Egress Training just as you did for all those other in flight emergencies such as stalls, and forced landings etc.

Bryan Webster has been flying now for over 30 years and has accumulated over 11.000 hours on 35 different aircraft types.

Today when not flying floatplanes on the BC Coast he can be found in pool facilities all over Canada teaching pilots and passengers the skills required to safely Egress from water/aircraft mishaps.

For more information contact:

Bry the Dunker Guy

Aviation Egress Systems

250-704-6401

www.dunkyou.com

BRY THE DUNKER GUY

www.dunkyou.com

info@dunkyou.com             250-704-6401

Aviation in general is known to be the fastest and safest mode of transport anywhere on the planet earth. With today’s aircraft technical advancements and superior training for pilots and crews our track record has improved dramatically since the early days of flight.

Yet in spite of these statements each month here in this COPA paper alone we read of numerous accidents and incidents which range from minor to severe. The reasons have not changed appreciably over the decades ranging from pilot error to weather or environmental and equipment failure. It appears this trend will unfortunately continue for future aviators as there is always room for the small margin of mishaps regardless of safety and training. Any Licensed Pilot has received hours of training on flight procedures including engine failures and in flight emergencies, which should be briefed on occasion for the unlikely event. Ditching procedures are often mentioned in training although from the thousands of students I personally have Egress Trained they were totally unprepared for the daunting task of exiting an inverted simulator in a warm pool facility. Regarding any emergency procedure you must not only discuss for example a stall but obviously experience this manoeuvre in the aircraft until competent and later in life practice it on occasion. The same goes for Egress training, talking about it and yet never experiencing the sensation of being subjected to a simulation of the real event is quite different. AES SAFE training prepares pilots and their passengers for the unlikely possibility of finding themselves under water disorientated in a sinking aircraft with a real life scenario. Often we in our work we hear the statement I fly wheeled aircraft not a floatplane thus sorry but not interested in Egress Training, yet this year already there have been non float aircraft plucked from the BC coastal waters. My advice is no matter what you fly you owe it to yourself and your passengers who will be depending on you in any emergency to be trained for all possible mishaps.

On another note let’s give some serious thought to the standard ELT”s installed in any of our aircraft including helicopters.

Firstly when was the last time you checked to see if it was in the armed position and ready to operate effectively if our lives depended on it?

Secondly would it work under water if you found yourself swimming away from your sinking aircraft after you opened the doors to get out start heading to shore?

My solution for this concern is simple now that there is the SPOT GPS available for a reasonable cost and easy to use. I personally have used mine for over a year and since then built total confidence in this unit as it follows my flight routing positions and shows this pictorially on my home computer every 10 minutes where I am and have been.

For anyone who does not understand the incredible value of this compact lightweight safety concept please contact me and I would be happy to fully explain why ever aircraft out there should be carrying one.

Bryan Webster has over 11.000 hours in numerous aircraft all over Canada commercially since 1978.

In 1998 he became Bry the Dunker Guy when starting Aviation Egress Systems located at Victoria BC.

Each year AES travels all over Canada teaching pilots and Passengers Egress Training and still fly’s commercial float equipped aircraft on the BC coast.

For further information contact:

Bryan Webster

250-704-6401

www.dunkyou.com

info@dunkyou.com

Here are just a few comments from the thousands of people who have taken our courses…

Harbour Air Seaplanes
www.harbour-air.com
Harbour Air Seaplanes is the largest all seaplane airline in Canada. They strongly endorse our course; all their pilots have either taken the course or will be taking it shortly.
…February 2008

Kenmore Air Seaplanes
www.kenmoreair.com
During a training flight, a Kenmore Air aircraft was involved in an upset shortly after taking training with Aviation Egress Systems. Both pilots, the sole occupants on board, egressed safely and attribute their success to the AES training program.
…June 2007

Bryce Gibney
Bryce Gibney hails from Boundary Bay airport. An avid boater, scuba diver, and swimmer, Bryce would periodically wonder how he’d fare if he had to ditch his aircraft flying over Georgia Strait. One day, he decided to find out. His story was printed in the July 2001 issue of COPA, and is reprinted in our Articles Section.
…July 2001

Barry Schiff
www.barryschiff.com
Barry Schiff, the well-known AOPA author, retired in 1998 from Trans World Airlines after a spectacular 34-year flying career. Barry recently took the AES training course and highly endorses the program. His article was published in the December 2001 issue of AOPA Pilot; we’ve reprinted it in our Articles Section.
…December 2001

Alan & Brenda Millet
Alan and Brenda are a couple from Sequim Washington. They heard about the Underwater Egress Training course at a flyin in Penticton in the fall of 2001.  Brenda bought them both certificates to the source for Christmas. You can read about their experiences here.
…January 2002

Kim Lindholm
Kim Lindholm is on her way to becoming a commercial pilot. One of the optional courses offered at Carson Air Flight School is AES’s Underwater Egress Safety course. You can read about her experience on the course here.
…January 2002

www.dunkyou.com

Cross Canada 2009 Spring Tour and why to consider

Egress Training for both pilots and their passengers

Statistics show somewhere every single day of the year an aircraft for any variety of reasons, end its flight unscheduled in water.

Here in Canada last summer alone there were several incidents, unfortunately not all occupants survived. Aviation Egress Safety Systems of Victoria BC has been teaching pilots and passengers how to successfully Egress from aircraft inverted in water since 1998.

Of the thousands of students trained to date, very few Egressed with out difficulty during the first few tries while in our equipment training in a warm swimming pool.

Once an aircraft has ditched inverted in water unexpectedly, the occupants immediately panic become disorientated and waste the precious few seconds they have, trapped and helpless. Pilots are more familiar with their aircraft doors and exits, although they too are totally out of their element once immersed in cold water, and the majority also have difficulty escaping. Through training in a safe warm environment with specialized equipment the opposite takes place, and few later have difficulty returning to the surface under control. Both pilots and passengers once Egress trained, proved to be well versed in what to expect in the event they become unlucky enough to be involved in an aircraft ditching.

We are willing and able to offer our program at or near your location anywhere in Canada from the West coast to East and all points in between where student numbers make this possible.

This one day training program is tailored for the light aircraft occupant’s including beverages and food through out the course, plus a certificate upon completion.

It is suggested students bring with them a change of cloths including clean footwear which will get wet, and a towel.

Also there is now available the first ever book “DITCHING PRINCIPLES” available at $19.95 for those unable to attend, and this is a great primer to better understand the program.

www.dunkyou.com 250-704-6401

BRY THE DUNKER GUY

A lot of the readers that have contacted me say that the columns they enjoyed best are the real life stories. The next question I am constantly asked is “Why should I take Egress Training”?

A Egress student sent this to me and I thought it could cover both topics and if any of you readers have a “Real Life Egress Story” please email it to me at info@dunkyou.com .

Martin Hale from Whitefish Montana USA writes-

I started flying with a private license (SEL) in 1980, then two years later received a float rating which was one of my life’s biggest thrills. Today I fly my Cessna 180 modified with a 0-520 and three bladed propeller on strait floats.

My flight time exceeds 5000 hours with the majority being on those floats that have taken me to places all over North America few people get to see, including Alaska for up to five times annually.

Even with all that past experience I am a long way from knowing it all as flying has numerous challenges and no one person could live long enough to be caught in every scenario.

That is what brought me to Bryan Webster’s Aviation Egress Systems pilot and passenger ditching school.

I had no idea what the program was all about, but was keen to learn whatever is offered which will improve my piloting or overall survival skills. The ground school was a real eye opener as everything that was discussed dealt with real life situations that have happened to aviators similar to me.

One quickly realizes how important Egress training could be the first time you are rolled upside down and become totally disorientated and unable to find the door handles inside their ditching simulators.

I absolutely had no idea of the challenges that present themselves in Egressing a flipped over aircraft, or the speed at which they occur. The AES program makes the pilot think of things like different kinds of passengers that are transported in aircraft whether on wheels or floats, and what could happen if one ends up inverted in a lake or river.

Example: What about passengers who are non-swimmers, large or elderly not to mention children who rely totally on us for advice and leadership especially under the stress of an accident.

We were taught first hand how dangerous a boater’s style life vest or jacket could be inside an aircraft under water in the simulators, and why inflatable PFD’S were invented for aircraft originally.

You will learn about the options available for life vests and why pilots and passengers should be wearing inflatable units, as even when ready in a warm swimming pool most of us left them behind in the rush to get out.

I have tried to talk many of my aviation buddies to take the time and attend this course with a variety of responses.

One pilot said, “Oh I will just be careful and not take chances”. Others were concerned about performing poorly in front of their friends, or were uncomfortable in water.

A person should put the concerns out of his/her mind and sign up soon, especially if are apprehensive as this is all the more reason to attend. Plan to use this opportunity to learn and practice these skills in a safe controlled environment where if you do poorly there are chances to repeat the procedure and get it right the next time.

A floatplane pilot is no more than a log in the water, rogue wave or sudden gust of wind away from a possible upset and one must be prepared for such an event.

I have now taken this course twice, as I realized after my first session that my wife who flies with me on a regular basis should also be proficient in Egressing a ditching as I could be incapacitated during a real incident.

I strongly believe in the Egress training provided, and tell all other pilots you cannot appreciate the benefits until you complete the course.

The one group of pilots who does understand why this is so important are our military folks who have long understood the dangers and repeated this training annually for years as it is mandatory for them.

Just like practicing engine failures and stalls this should be included in any pilot’s emergency training program.

Signed Martin Hale.

Bryan Webster is an 11,000 hour pilot actively flying a Beaver on the BC Coast today. In 1977 he was a passenger involved in a water crash while the pilot attempted to avoid power lines draped over the Fraser River east of Vancouver.

For questions or to enroll in the Aviation Egress Ditch Training program contact

“BRY THE DUNKER GUY”   1-877-GO-DITCH    www.dunkyou.com.

Martin Hale of Whitefish Montana USA

and his Cessna 180

EGRESSING AFTER A DITCHING

Most of us complete our piloting career without any ditching concerns. Others are not so lucky and unfortunately learn ditching procedures the hard way. Without any prior training or real-life lessons in ditching, it’s very difficult to understand why being inverted and underwater often leads to a traumatic experience. The physiological responses to impact followed by an immediate immersion in water, with a temperature many degrees colder than your nice warm cockpit is often totally overwhelming and lethal. Every year a number of pilots and their passengers find themselves totally unprepared and franticly searching for a door handle which was easily located only moments earlier.

Those who think swimming ability and diving experience will be sufficient to get them out of an aircraft after ditching will be amazed at how poorly they perform during the first few sessions in an egress simulator.

Here’s a quick list of things you may wish to think about when considering the possibility of ditching your aircraft.

PREPARATION

Presuming you have enough warning prepare the cabin for impact with the water by:

• Tightening your seatbelts/harness
• Unlatching the cabin doors.
• Having passengers assume the brace position.

ORIENTATION

Once the airplane comes to a stop, it may be upside down. To orient yourself, stay seated and locate your exit. Then release your seatbelt or harness.

PANIC

On average, it takes only 15 seconds for total panic to set in after a ditching once your face goes underwater in the event an exit is not immediately located.

JAMMED EXITS

If a door becomes jammed after water impact and the aircraft is completely flooded, try opening any hinged window available, last resort kick out the Plexiglas.

HOW MUCH TIME?

The time available before the aircraft sinks depends on the design and the damage incurred. Don’t think near-empty fuel tanks will assist your time on the surface.

FLOAT-EQUIPPED AIRCRAFT

Floatplane’s often do not sink after becoming inverted, which would allow it’s occupants to use the float bottoms for support. But don’t count on this, get into your PFD or into a life raft as soon as possible (or both). If still floating keels up, don’t even think about going back for your headset.

PILOTS’S PFD

If the pilot isn’t wearing the PFD when ditching becomes imminent, he or she must remain in control of the aircraft until it comes to a stop. Stuff the PFD in your shirt or jacket to help ensure availability afterwards.   

SURIVAL EQUIPMENT

*Avoid PFDs designed for recreational boaters. Instead carry inflatable PFD designed and approved for aviation since other types may prevent egress due to buoyancy. Don’t inflate PFD until you’re clear of the aircraft.

*Any liferaft you carry should be certified and rated for more occupants than the aircraft can accommodate. It should be the first item to leave the aircraft and tethered to any occupant.

*Consider adding and EPIRB or at least a portable ELT to your equipment even if only incidental over water flying is planned.

*These are just a few suggestions to help aid you in a successful egress if required. For complete training it is suggested you contact AES and attend our S.A.F.E. training program.

Aviation Egress Systems home base is in Victoria, BC as well we travel the country teaching Egress training to both pilots and passengers. Bryan Webster has more than 11,000 hours and is currently flies a de Havilland Beaver on the West Coat of BC.

To learn more about his egress training, visit his web-site www.dunkyou.com or contact him at 250-704-6401.

BRY THE DUNKER GUY

A lot of the readers that have contacted me say that the columns they enjoyed best are the real life stories. The next question I am constantly asked is “Why should I take Egress Training”?

A Egress student sent this to me and I thought it could cover both topics and if any of you readers have a “Real Life Egress Story” please email it to me at info@dunkyou.com .

Martin Hale from Whitefish Montana USA writes-

I started flying with a private license (SEL) in 1980, then two years later received a float rating which was one of my life’s biggest thrills. Today I fly my Cessna 180 modified with a 0-520 and three bladed propeller on strait floats.

My flight time exceeds 5000 hours with the majority being on those floats that have taken me to places all over North America few people get to see, including Alaska for up to five times annually.

Even with all that past experience I am a long way from knowing it all as flying has numerous challenges and no one person could live long enough to be caught in every scenario.

That is what brought me to Bryan Webster’s Aviation Egress Systems pilot and passenger ditching school.

I had no idea what the program was all about, but was keen to learn whatever is offered which will improve my piloting or overall survival skills. The ground school was a real eye opener as everything that was discussed dealt with real life situations that have happened to aviators similar to me.

One quickly realizes how important Egress training could be the first time you are rolled upside down and become totally disorientated and unable to find the door handles inside their ditching simulators.

I absolutely had no idea of the challenges that present themselves in Egressing a flipped over aircraft, or the speed at which they occur. The AES program makes the pilot think of things like different kinds of passengers that are transported in aircraft whether on wheels or floats, and what could happen if one ends up inverted in a lake or river.

Example: What about passengers who are non-swimmers, large or elderly not to mention children who rely totally on us for advice and leadership especially under the stress of an accident.

We were taught first hand how dangerous a boater’s style life vest or jacket could be inside an aircraft under water in the simulators, and why inflatable PFD’S were invented for aircraft originally.

You will learn about the options available for life vests and why pilots and passengers should be wearing inflatable units, as even when ready in a warm swimming pool most of us left them behind in the rush to get out.

I have tried to talk many of my aviation buddies to take the time and attend this course with a variety of responses.

One pilot said, “Oh I will just be careful and not take chances”. Others were concerned about performing poorly in front of their friends, or were uncomfortable in water.

A person should put the concerns out of his/her mind and sign up soon, especially if are apprehensive as this is all the more reason to attend. Plan to use this opportunity to learn and practice these skills in a safe controlled environment where if you do poorly there are chances to repeat the procedure and get it right the next time.

A floatplane pilot is no more than a log in the water, rogue wave or sudden gust of wind away from a possible upset and one must be prepared for such an event.

I have now taken this course twice, as I realized after my first session that my wife who flies with me on a regular basis should also be proficient in Egressing a ditching as I could be incapacitated during a real incident.

I strongly believe in the Egress training provided, and tell all other pilots you cannot appreciate the benefits until you complete the course.

The one group of pilots who does understand why this is so important are our military folks who have long understood the dangers and repeated this training annually for years as it is mandatory for them.

Just like practicing engine failures and stalls this should be included in any pilot’s emergency training program.

Signed Martin Hale.

Bryan Webster is an 11,000 hour pilot actively flying a Beaver on the BC Coast today. In 1977 he was a passenger involved in a water crash while the pilot attempted to avoid power lines draped over the Fraser River east of Vancouver.

                “BRY THE DUNKER GUY”

Fall is arriving and soon floats will be obsolete in the majority of our Canadian geographical locations all across the country. A large number of us will simply moth ball our craft until the spring time six months ahead, others will have floats removed and the trusty old wheels reattached to our undercarriage.

For the year round runway bound folks other than winter weather concerns and the usual cooler conditions, there really are no adjustments other than winter survival gear in most cases and a broom to dust the future snow off.

Regarding the water to tarmac configuration it may be prudent to do a few circuits with a pilot who is current on a similar type, and familiar with the new wheel to eye height which you have been away from since the spring when your floats were installed.

Remember also that significant water temperature changes have taken place in the past 90 day’s, and in the unlikely even you should end up having to put down on a liquid surface with out the ability to slide in smoothly to a stop be prepare for a shock to the system.

When aircraft inadvertently ditch into cold water with wheels the persons on board could be subjected to the instantaneous impact followed by a hard to describe cold submersion which totally takes your breath away.

Once this scenario has taken place, inverted underwater an overwhelming disorientation experience is next followed by a mad panicked out of control desire to find an exit.  

The answer to preparing for such an event is to mentally plan for the occasion in advance, and have previously trained for a ditching by simulating the event in how to Egress from inverted aircraft in the warmth of a local swimming pool.

Aviation Egress Systems will be on the road this October thru November 2005 offering one day courses all across Canada at a variety of locations from Victoria BC to Val- d’Or Quebec.

To find out where and when we will be in your neighborhood contact me either by phone or e-mail and I would be happy to give you all the details.

As for those of us who fly floats at places such as the BC coast year round as I do with challenging weather conditions and large swells capable of swallowing an aircraft whole, Egress training is a must and should be repeated every few years to keep current especially for the commercial operators.

For new seaplane pilots requiring a float endorsement or just a refresher before going back out on pontoons there are many options and locations available to you, although I highly suggest like anything of quality do some homework and be sure you are paying for experienced leadership in seat beside you.

For year round float training available on the west coast located at Vancouver BC I suggest contacting wwwfloatsafety.com an operation associated with Professional IFR which is a long term dedicated pilot training facility who boasts decades of past successes.

In Ontario Paul Armstrong with Thompson Air Service (613-378-6636) also well known and respected operates a Cessna 180 near Deseronto during their float flying season.

Where ever you train or operate float aircraft take it serious and fly responsibly with a good solid understanding of how to handle your equipment on a daily basis, but also what to do if things go bad in a very unforgiving area of aviation.

Bryan Webster is a 10.000 hours plus pilot with over 25 years experience flying over 35 aircraft types all over North America. In 1998 he founded Aviation Egress Systems to promote pilot/passenger ditch training and still flies part time in a De Havilland Beaver on the BC Coast.

For information or to enroll in Egress training contact Bry the Dunker Guy at 250-704-6401

Toll free at 1-877-GO-DITCH

Email info@dunkyou.com

www.dunkyou.com

A few years back I spoke with a pilot who had lived through a horrific floatplane accident and wanted to help spread the word that when things go bad you had better be ready.

Here is his story -

I think it is best to share my experience as hopefully someone else could learn something and not possibly lose his or her life. I have many reservations about telling this, as the trauma  (mental) was quite high, but something inside me urges me to pass this on.

It was July 11^th 1997, my wife and I had decided to go to Nimpo Lake and pick up some friends before going to the Anahim Lake Stampede. We were in our Cessna 185 on Cap floats, what a gorgeous day it was. As we loaded the plane with our 2 bodies, a couple just married and spending their honeymoon in a cabin near ours ask if they could ride along with us as we had two empty seats. We were happy we could provide a “floatplane” experience to such a cute couple so off the 4 of us went. Upon arriving at the Stampede, we all agreed how boring the rodeo was, and that we could certainly put our time to better use by flying off to some remote lake were we could swim, lay out in the sun, and “veg out”. We flew into Turner Lake, walked around the unbelievable Hunlen Falls and then went back to the aircraft to head for the cabins where we were staying over the afternoon. The sun was soon to make its plunge into the Coast Range Mountains so we got prepared for the flight home. Prior to our departure from the dock my wife explained to the couple that in the event of an emergency landing, the first thing to do is remove your seatbelt. I don’t know why she told them that as it is not normally something that my wife thinks about, weird. We were going to take the route down the canyon to fly over Knott Lake and then up the Klinnilinni River to home, but after take off I thought it best to fly over Charlotte Lake as there is immense landing opportunities should an engine failure occur. This is something that I regularly think of while flying as I am always looking for a place to land, so over Charlotte Lake we went. We flew just off the water at 50’ to get a view of the abandoned Remarko Ranch. After the look see I started a steep climb and a banking turn to head home and to gain the much needed altitude. Suddenly, there was a deafening silence……. The engine quit. We were over the edge of the lake on the East end, right over the camping beach….which was full of campers as this was a holiday and such a beautiful day to. With only about 400’ of altitude our options were quite limited. Knowing the amount of fuel I had, and not wanting to put the plane into the trees for fear of fire I though it best to try to turn 180 degrees and get back into the wind for an attempt to land on the water. If I had opted to land straight ahead most likely we would have skidded up onto the beach killing who knows how many. The plane sank fast as we were losing both altitude and speed quickly, when I finally got the plane turned around we had lost about 390’ altitude and all of our flying speed.

 There was a faint hope that I could flare and make a safe landing, but with no speed and no altitude left the plane stalled hitting the hard surface of the water from about 10’. This made the front left side of the float dig into the water which immediately flipped the aircraft on it’s nose and then over on it’s back ripping off the wing on the one side.

 The force broke out a portion of the windscreen and immediately after coming to rest we started to fill up with water. I remember looking over at my wife who hade the male passenger on top of her, and was bleeding all over her white shirt. He had flown over the front seat and hit his head on the V-brace. He looked at her and said “Don’t Panic”. What happened next is just a horrible blur. I remember trying to get my belt off, but hanging upside down didn’t help matters. I tried opening up the door…jammed as the impact had twisted the cabin frame. I tried the seat belt again, this time while underwater to no avail.  I then lost total recall of what the others were doing at that point as being consumed with my own problems. By now I began to wonder if I could hold my breath any longer. Door? Seat Belt? Nothing was working and then I remember a most peaceful feeling that everything was okay. I sat back into my seat and quit struggling as it was all over for me. Then last thing I remember about being under water is that somehow in the struggling to get free my elbow I must have knocked my door window open. I still do not now how I got my seat belt off. I don’t remember doing it. But I do remember that when I squeezed out of that tiny side window opening and swam up to the surface how good it felt to take a breath of air. It seemed like a dream. Then I realized that I was the only one who made it out and that the others were still down there. I took a deep breath and swam back down to the submerged aircraft about 12 feet below to aid in their escape. I remember that my first attempt I couldn’t make it all the way because the pressure on my ears killed me. I surfaced and took another breath, this time clearing my ears on the way down only to find that I couldn’t open the main door to get them out. I surfaced again and took another breath, and this time went to the baggage door which fortunately was unlocked. When I opened that door I immediately saw our male passenger. Grabbing him’ I helped him out the door and we both went to the surface as he was still conscience. Again down I went for another attempt, this time for his wife and I went through the same struggle to get her through that same baggage door. The challenge was the door is tiny, only about 12” x 15” but all I had to work with. When we surfaced a boat approached to help in the rescue operated by a fisherman. Back on the surface helping the young girl into the boat took all my attention, and then I realized my wife was still in the plane so I went down quickly once again. I got inside the plane and pulled her out of her seatbelt and managed to get her through the door and up to the surface. She had swallowed a lot of water and was not coherent. The people in the boat pulled her in and I remember how she coughed up a “ton” of water when they pulled her across the side forcing the water out.

I know someone was watching out for me that day as there are many happenings that were too much coincidence. Lessons to learn? Yes. We were both, my wife and I wearing shoulder harnesses; this saved our lives as the force threw us forward into the tension of these belts.

 My wife had black and blue marks across her chest from her waist to her shoulders where she hit the belt. Had we not been wearing them both of us would have definitely hit our heads on the instrument panel, knocked us out and we would have drowned. Another miracle…I always keep the baggage door locked as my small children ride in the 3^rd seat in the back of the plane. Why was it unlocked that day I will never know. Still…had we chosen to go down over Knott lake instead, we would have had no witnesses to our accident including the man in the boat, who being there to pull us in saved our lives. I remember after pulling my wife over the side into the boat, how hard it was swimming just 10 feet in my clothes. Still another…how…did the window pop. And how did we all get out of our seatbelts? I do not remember.

Looking back, there are things that I would have done differently, and which I do now every time I take someone for a ride…I explain the urgency to get the seatbelts off. I would try to open the door prior to impact, and most assuredly I would make sure that those in the front seat water shoulder harnesses. The disorientation that set in once we were upside down and under water was indescribable. I couldn’t find my door handle for the longest time. I couldn’t even efficiently find the release latch for the seatbelt.

Practicing locating these two things could really save your life.

After we got the plane out of the water during recovery, we found there to be 26 gallons of fuel. Both of the doors inside handles had been turned so hard that the spines on the shaft had been twisted clear off the inside of the door handle, so opening the door was an impossibility now from the inside. I guess in our panic, we unknowingly had tried so hard that we just ripped the handles off their shafts.

I hope this has provided some helpful tips.

Aviation Egress Systems training covers this type of scenario and especially the disorientation and many other strategies such as never locking any doors while in flight.

There was obviously a guardian angle close buy watching over them that day, but Egress Training would have been a major asset for all involved.

Bryan Webster is a 10.000 hours plus pilot still actively fly a De Havilland Beaver on the BC coast today. In 1977 he himself was a passenger in a water crash while the pilot attempted to avoid power lines draped over the Fraser River east of Vancouver.

To day with over 25 years of flight experience and 35 aircraft types to his credit when he is not flying his beloved floatplanes, he owns and operates Aviation Egress Systems teaching ditch training at Victoria BC.

For questions or to enrol in the Aviation Egress system ditch training program contact-

Bry The Dunker Guy

 1-877-GO-DITCH

 1-250-704-6401

info@dunkyou.com

www.dunkyou.com