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 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.

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

DITCHING SURFACES

     by  

BRY THE DUNKER GUY  

No pilot or anyone on board an aircraft ever really expects to find themselves short final for a body of water on wheels and facing the reality of a high speed impact ditching.

Unfortunately this does happen more often than most realize and should be considered as part of your emergencies repertoire.

This situation could come about while in flight over a lake or ocean when an engine fails, maybe while a float aircraft is landing or taking off and makes contact with a submerged object just below the surface.

When it does happen to a unsuspecting aviator who has no training for a situation like this ,or is totally unprepared with no pre-determined plan there is little time to figure out what to do or how to react.

Worse yet the passengers are at a total loss seeing as they are confident the captain is capable of handing all possible flight emergencies and await instructions for the occasion.

Once any fixed gear wheeled aircraft has impacted the water surface at speeds of roughly 60 mph or more, there will be the sudden stop followed by the good possibility of inversion.

About that time upside down and submerged in cold water you become aware of a totally foreign and terrifying situation involving disorientation and entrapment, with zero communications and less assistance.

There are a number of things such as the brace position to be aware of prior to a ditching, but here are a few tips of what to consider regarding water conditions and how to plan for a ditching into a variety of surface conditions.

                  Note: The effects on ditching mentioned in the table are appropriate for light aircraft only.

As an in pool instructor I have now witnessed thousands of pilots and passengers during our warm pool Egress training courses. I assure you the majority do not handle the first few roll overs well, thus the stats are correct in real life when the first one counts.

There is no excuse not be Egress trained anymore as Aviation Egress Systems is available year round at Victoria BC, and travels across Canada every spring and fall offering a one day course at a very affordable cost to all.

Contact me for dates and locations near you now as we will travel anywhere in Canada where groups of pilots and passengers request us.

Bryan Webster is a 11.000 hour plus pilot still actively flying a De Havilland Beaver on the BC Coast today when not teaching pilot/passenger Egress Training.

His vast experience from over 25 years in light aircraft, and from being a passenger of a 1977 Cessna 150 ditching have proved extremely valuable when passing on the procedures in his Egress Training specialized pool equipment.

To enrol in an Egress training course to improve your piloting skills contact -

“BRY THE DUNKER GUY”

         Bryan Webster

      www.dunkyou.com

info@dunkyou.com

250-704-6401

Toll Free 1-877-GO DITCH

After a fun day of sun and sand, an outwardly pleasant excursion nearly came to a nasty end with undercurrents of aggravation leading to a small but potentially fatal error.  I related the following story to Bryan Webster right after it happened, still feeling rattled that I could have ended up in the drink.  It can happen to anyone anytime and you’d better know how to get out of the cockpit.  You may not be as lucky as I was!

                                     ***************************************

Flying is fun and going by air for a picnic is one of life’s greatest pleasures.   Bob is a private pilot and I have a commercial license, although we fly only for recreation.  We have been flying together for eight years and are comfortable with each other as pilots.  We made our plans; I’d fly outbound to our destination, a little airstrip about 90 minutes away, we’d have lunch on the warm sandy beach nearby and he’d fly us back to our home airport.

Just before our departure, a young, newly-licensed pilot asked if he could go with us.  Why not?  The more the merrier!  Off we went with “the kid” in the back seat of the C172.  We’d been flying since he was in Pampers….

Several hours later, we were back at our base on long final, beautifully set up by Bob.  The approach took us over a wide stretch of water; the VASI lights shone red over white as we glided in, throttled back to near idle – a perfect approach. Just as we crossed the numbers, the propeller stopped turning!  Engine failure!  We were surprised but not scared because we were about to touch down anyway.  We landed normally and rolled off the active.

The cause of the failure was, as usual, fuel starvation.  But why?  Well, as usual, it was pilot error; during the pre-taxi, Bob had omitted one little step of the checklist – the step where the fuel selector is switched to “Both” after having run the engine on “Left” and “Right”.  We had made the return flight using the fuel in just one tank and by pure good fortune it had run dry a few seconds before landing. 

Although this particular incident had a happy ending, the really scary thing is that it might have finished in a watery death for three people.  Many high-hours professional pilots have met their end by the fuel selector switch mistake. Luckily for us, the engine ran out of fuel just before touchdown, in fact the prop may have been wind milling for some seconds before it actually stopped turning.  Had the tank run dry just 60 seconds sooner, we would have been another mile or more out – over the water at a low altitude.  Even if the cause of the engine failure had been quickly diagnosed, switching over the fuel selector, restarting and getting the plane flying again would have taken too much time….

In this case, when the aircraft strikes the water, it noses over, leaving the occupants upside down in their seat belts, disoriented and in a panic.  This horrible scenario made me realize just how important it is to learn how to escape from a submerged cockpit.  Despite having known “Bry the Dunker Guy” for over 20 years, I had never taken his submerged aircraft fuselage egress (S.A.F.E.) training course. I had watched him develop his methods and get AES, Underwater Egress Systems started about 10 years ago; I was in the cheering section when Bryan won the 2007 Transport Canada Aviation Safety Award for his exceptional commitment to underwater egress training for pilots.  I had personally promoted the course to all my pilot pals, pointing out how much water there is in our area and how you never know when something could go wrong.  Despite all that and even the offer of taking the course for free, I had not done it!  Did I consider myself too good a pilot ever to end up in the water?  What was I thinking!

As we taxied in, the kid in the back seat informed us rather gratuitously that “fuel on both” is part of the pre take-off check.  Bob zipped his lip and I became aware that our passenger had played a part in the string of events that had led up to a moment of distraction and the missing of a step in the checklist.

As a devotee of Tony Kern, author of Flight Discipline, I find an analysis of the lead-up to an incident quite fascinating – it is frightening to know how easily even the most experienced pilots can be diverted from their tasks by seemingly innocuous events.

So what exactly contributed to a moment of carelessness that might have had fatal consequences?  All three of us had a hand in it.  The kid vanished just as we were ready to depart the airstrip. A quarter hour ticked by before we found him and got him into the plane.  We had filed a flight plan and our take-off time was now delayed – hurry, hurry with the checklist; make up for the lost 15 minutes.  For my part, I had failed to realize how irritated Bob was with the hold-up and kid’s non-stop advice– the lad had all the wisdom of a 60 hours’ pilot!  If I had gone through the pre-taxi checks with him instead of turning to the back seat and scolding the kid for delaying us, it is unlikely we would have missed the “fuel on both” step.  Strangely, on the return flight, I glanced over at the fuel gauges and noticed the right tank needle on E while the left was showing half full. All that crossed my mind was that the damned things didn’t work, and I concentrated on the gyroscopic precession that was going uncorrected.  Bob and I hardly spoke during the flight, but the kid kept up his chatter and my partner gritted his teeth harder all the while!  The final straw was the dead stick landing.

Have you got any Safety stories worth submitting and would like to share them with our COPA members? If so please contact me Bry the Dunker Guy.

AES SAFE Egress Training will be available all over Canada in the spring of 2008.

For details on locations and dates contact-

Aviation Egress Systems www.dunkyou.com

info@dunkyou.com

250-704-6401

Sue and Bob, a pair of tight wads, lived in the mid west, and had been married years.

Bob had always want to go flying. The desire deepen each time a barn stormer flew into town to offer rides.

Bob would ask, and Sue would say, “No way, ten dollars is ten dollars.”

The years went pay, and Bob figured he didn’t have much longer, so he got Sue out to the show, explaining, it’s free to watch, let’s at least watch.

And once he got there the feeling become real strong. Sue and Bob started an arguement.

The Pilot, between flights, overheard, listened to the problem, and said, “I’ll tell you what, I’ll take you up flying, and if you don’t say a word the ride is on me, but if you bark one sound, you pay ten dollars.

So off they flew. The Pilot doing as many rolls, and dives as he could.

Heading to the ground as fast as the plane could go, and pulling out of the dive at just the very last second. Not a word. Finally he admited defeat and went back the air port.

“I’m surprised, why didn’t you say anything?”

“Well I almost said something when Sue fell out, but ten dollars is ten dollars.”

As a crowded airliner is about to take off, the peace is shattered by a 5-year-old boy who picks that moment to throw a wild temper tantrum. No matter what his frustrated, embarrassed mother does to try to calm him down, the boy continues to scream furiously and kick the seats around him.

Suddenly, from the rear of the plane, an elderly man in the uniform of an Air Force General is seen slowly walking forward up the aisle. Stopping the flustered mother with an upraised hand, the white-haired, courtly, soft-spoken General leans down and, motioning toward his chest, whispers something into the boy’s ear.

Instantly, the boy calms down, gently takes his mother’s hand, and quietly fastens his seat belt. All the other passengers burst into spontaneous applause.

As the General slowly makes his way back to his seat, one of the cabin attendants touches his sleeve. “Excuse me, General,” she asks quietly, “but could I ask you what magic words you used on that little boy?”

The old man smiles serenely and gently confides, “I showed him my pilot’s wings, service stars, and battle ribbons, and explained that they entitle me to throw one passenger out the plane door on any flight I choose.”

Standard practices, usually undocumented, apdopted by an organization or group.

“Never mind the manual I’ll do it my way, the quicker way!”

*Exsiting “NORMS” don’t make it right or safe

*Follow good safety procedures…they are there for a reason

               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.

Total cost per person is $350.00 Canada wide/ $265.00 at Victoria BC (Home Base) plus GST

Also there is now the first ever book “DITCHING PRINCIPLES” available at for $15.95

for those unable to attend, or 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

Dried off to fly another Day

A few years ago one of our members and his wife were involved in a traumatic incident which had potential to be very serious but luckily ended reasonably well. He would like to share with you the events of a day which is deeply engrained in his memory to possibly help other pilots from falling into the same trap. The moral of this story being learn from others misfortunes and mistakes to avoid repeating what ruined the day and turned their beloved aircraft into an insurance claim resting in a shallow lake.

It was a typical VFR morning on July 20^th 2004 at 10:21 when the single engine Piper Archer with two occupants onboard departed Oshawa Ontario enroute to Wawa.

Although the departure with full fuel tanks went as planned, only 10 minutes out it was discovered an important item was left behind in their car requiring a 180 degree turn followed by cleared to land at 10:40.

Once their car was relocked and prop whirling a second departure took place at 10:56 where the flight continued as planned on the left fuel tank with out refuelling due to the limited amount of gas which would have been required to top it right up.

One hour into the trip over Wiarton the fuel selector was then switched to the right tank as per normal procedures keeping burn and balance in check for a planned 2 hours with this selection.

An hour later the gauge was indicating lower than it should have, but the closest airport being Sault Ste.Marie was IFR thus the decision made to proceed onto destination.

Now instead of enjoying the flight a nervous watch of fuel gauges begins and questions of their accuracy and fuel leaks become paramount.

Continuing on for another 25 minutes cautiously monitoring the situation gauges proved to be accurate, as once it indicated empty and ran dry turning the smooth sound of a normal engine to an immediate stop after only 1 hour and 20 minutes.

Instinctively the fuel selector was switched back over to the original left tank which should have roughly 45 minutes of invaluable liquid remaining and the engine returned to life.

Realising there was limited fuel available for this flight with 1 hour twenty minutes burned off earlier and no options for landing at this point they continued knowing it would be close if at all possible to reach destination safely.

A call went out to Wawa with position and altitude being 12 nm out and then again at 6 nm when the engine once again became silent at 1800 feet above ground level.

Now certain of the impeding forced landing a May Day call went out and best glide angle plus emergency training went into action.

The best option at first appeared to be a clearing in the woods until on final up close and personal revealed a recent logging site which was littered with hazardous stumps and debris just waiting to cause major damage to the aircraft plus all involved.

On the other side of the clearing was Leroy Lake which all of a sudden appeared to be much more inviting given the options.

Now on short final and out of altitude the aircraft was held nose high until stalling onto the water stopping violently as the wheels caught the smooth surface forcing the nose down which turned out well given the scenario.

The cabin immediately filled with water thus the burning desire to unbelt and depart the sinking craft finds them standing on a wing in shallow water only a short distance from shore.

Knowing they were still isolated and unfamiliar with the area although only miles from civilization it was decided to stay on that wing of the sunken craft until help arrived in the form of Search and Rescue which took about an hour and a half.

The passenger was airlifted to hospital for possible whiplash and lacerations to her elbow while the pilot suffered only minor cuts plus black eye and sprained thumb which could have been significantly worse had they not been wearing shoulder harnesses.

Post accident investigation revealed 2 hours fuel burn on the left tank and 1 hour 30 minutes from the right tank with no explanation for the low 3.5 hour total available fuel due to leaking from tanks caps or possibly cross feeding.

It was presumed the 20 minute burn and twice departure at high power settings after take off was responsible for the inadequate fuel situation or possibly not being 100% filled up prior to the days events.

Either way what could have been done differently to avoid the fuel problem which caused this accident?

When even 50 litres is needed to refill always top up when ever any trip is planned where the fuels contents are even remotely close for required distance as there is only one time you have too much fuel and that when you are on fire.

What actions to plan for if you find yourself in this predicament:

-Wear shoulder harness to reduce head injuries to avoid being unconscious and sinking.

-Commit your best glide angle speed and emergency procedures to memory.

-Have with in reach or wear a manual inflation life vest.

-Practice the brace position which includes teaching your passengers.

-Familiarize yourself occasionally with your eyes closed as to door and exit locations.

-Carry extra equipment on long trips to remote regions such as bug spray in summer or       all weather cloths for winter.

Bryan Webster is an 11.000 hour pilot owns and operates Aviation Egress Systems based at Victoria BC teaching aircraft in water emergencies and flies a De Havilland Beaver on floats commercially in his spare time.

If you have a story worth telling to keep our members safe or would like to book in for Egress Training contact:

Bry The Dunker Guy

www.dunkyou.com

250-704-6401