Egress Training www.dunkyou.com

                 BRY THE DUNKER GUY    

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

COMPLACENCY:

Overconfidence from repeated experience on a specific activity.

*Expect to find errors.

*Don’t sign it if you didn’t do it.

* Remember even if you’ve checked it 1,000 times, you may find something the 1,001.

Want to see your life flash before your eyes?

Invert your aircraft in water at high speed and count to 15!!

That’s how long you have to exit before really bad things will happen.

www.dunkyou.com

Bry the Dunker Guy   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         

Seatbelts; What’s the big deal? 

Since the early beginning of aviations history it was learnt that seatbelts save lives.

After a number of early bird men had been catapulted great distances in front of their most recent wreckage during impact, 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 after a crash. As aviation grew they became the standard for all who raced pylons or flew low in commercial operations and 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 lap belts are mandatory on all aircraft, and the 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 one strap over each shoulder and secured from behind your head.

One day when you are in level flight holding onto the controls picture a sudden stop,

and 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.

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 the crash place a seat cushion or jacket between you and the control column, and it’s a good plan although shoulder harnesses should keep you from reaching anything located in front of you anyways. There are many different harness styles available for your aircraft from recoil to standard fixed on the cabin ceiling do your homework and find the installation right for you.

Once a decision is made on the model be sure they are easily released 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 and with smoke/ flames around, you will be glad this installation was well thought out for you and your passengers.

Another safety option is to carry 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 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 many 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 the 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 10.000 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

                Cross Canada 2008 Spring Tour 

          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.

For more information or to enrol in Egress Training please contact:

Bryan Webster

Bry the Dunker Guy

250-704-6401

info@dunkyou.com

www.dunkyou.com

                 Why to consider Egress Training for both pilots and   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.

 This one day training program is tailored for the light aircraft occupants and includes beverages and food through out the course, and 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.

                    Life jackets, the life they save could be your own.

As pilots we are subjected to all kinds of challenges, some minor and others life threatening. Now consider putting yourself in the following scenario.

We were just lucky enough to survive a wheels down water landing in our brightly colored amphibious aircraft, along with three of our best friends.

Now scrambling madly through the pilots door of the inverted aircraft seconds after the crash we are lucky to reach the surface of the freezing cold water for a breath of air.

Thankfully all of our fellow aviation enthusiasts have safely egressed by following you out the exit and are now bobbing in a group around a set of silver upside down floats. With the damming evidence protruding upwards we grab onto one of the wheels for support and we all pull our selves to a dryer environment, then access the situation.

There was frost on the dock planks and also aircraft which was tied securely last night while floating in the same body of water we now find ourselves. Our shivering and discomfort is a reminder of just how cold the water we are immersed in really is on this late fall afternoon.

Soaked through sensing time is against us, and with the cold wind blowing our disabled ship even further from the shore that we most desperately need to reach we realize the gravity of the situation we are involved in.

After a brief discussion we all agree that to wait for help in this predicament here at this remote location only hours before darkness would be suicide.

The swimming distance for shore is a concern to all involved but in particular to one of our members who is a total non swimmer and extremely high anxiety.

We decide someone must return down to the submerged aircraft we are floating on in hopes of securing one or more life vests located under the four seats.

As captain of the ship and feeling responsible for the entire situation you elect to be the hero in hopes of saving the day and getting everyone back onto dry ground before night sets in.

Now in the frigid water once again you take a deep breath and dive down to the open pilot’s door and enter the aircraft flailing about feeling for seats and the hiding spot where life vests should be located.

Things are confusing and strangely foreign with the limited vision plus mix of cold water and desperate need for another breath of air. 

After returning to the surface unsuccessful you are now more determined than ever and realize the importance those yellow PFD’s (personal floatation devices) if anyone is going to survive.

This time you are numb from cold as you descend into the cock pit, now realizing the upside down seat easily exposes the much valued jacket stowed when you know where to look.

Returning to the lake surface once again and desperate for air, you have managed to find the two front seat jackets and decide it best to share them equally rather than continue searching for the remaining back seats. Due to the exhaustive labor while searching franticly in the confined aircraft it has now taken a toll and mild hypothermia has set in.

Climbing back up on top of the floats is extremely difficult as your fingers are rendered useless from cold , thus it’s decided two castaways don the vests one of which being the non swimmer and all three join you for the swim to safety.

A team effort is employed transferring the stranded aviators from peril to a warm cabin just in time as each individual has varying degrees of life threatening cold shock and hypothermia.

Luckily the cabin was pre heated from the earlier departure that morning as everyone’s fingers are useless and constant shaking would make lighting a fire near impossible.

Looking back at this situation the out come could have been much different and less eventful if each person on board had been wearing an inflatable PFD. They are readily available at a reasonable cost and could have been inflated back when all were clear of the wreckage then heading to shore.

Precious time in cold water which could take your life in 30 minutes is wasted when floatation devices are not on your body in the unlikely event of accidental ditchings.

The only thing worse than being with out a floatation devise and having to swim to safety is being inside an aircraft with an inflated or positive floatation device restricting your Egress.

This story is from one of many incidents which happen all too often in Canada ever year.

Bryan Webster is a 10.000 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 at

1-877-GO-DITCH

info@dunkyou.com

www.dunkyou.com