Egress Training www.dunkyou.com

BRY the DUNKER GUY - Cold Water Kills www.dunkyou.com

admin — Fri, 18 May 2012 21:06:50 +0000

COLD WATER KILLS!

DO YOU KNOW THAT BEING SUDDENLY IMMERSED IN COLD WATER CAN KILL YOU?

Cold water will quickly sap your energy regardless of your strength or swimming abilities.

After entering cold water, your skin temperature will drop within 3 degrees of the water temperature within 2 minutes and your heart and brain temperature will start to drop in 10 to 15 minutes. The shock of this temperature change may cause heart failure and your death.

You may drown in cold water because of loss of the use of your arms and legs and your consciousness becomes clouded.

You can expect to remain conscious for:

15 minutes in water 32ºF (0ºC)

30 minutes in water 40ºF (4ºC) 60 minutes in water 50ºF (10ºC) and 2 hours in water 60ºF (16ºC)

If you should fall into cold water, try to follow these guidelines:

If your aircraft is still floating: on it to get as far out of the water as possible.
Float quietly and in a fetal position. Immediately after entering cold water it will be difficult to breathe. Float quietly and the discomfort will rapidly decrease. To assume a fetal position hold your arms tightly against the sides of your chest and raise your knees to under your chin. Keep your head out of the water and covered if possible.
Do not remove clothing. Clothing will help you stay warm.
If the shore is near and you are absolutely certain that you can make it, try to swim to the shore and get out of the water quickly. If the water is calm, use a back or breast stroke.
If the shore is far away, try to remain calm and still until rescued. Few swimmers can swim long distances in nearly freezing water. The exercise from swimming will result in faster loss of strength. These guidelines are given assuming that a life preserver is being worn. (The above information was copied from a N.J. Dept. of Environmental Protection flyer.)

AVIATION EGRESS SYSTEMS www.dunkyou.com 1 877 GO DITCH

admin — Thu, 03 May 2012 00:11:57 +0000

So what would you do ? Float damage dilemma #2

You load up an adventurous couple complete with their canoe which you had already strapped to the side of your Cessna 185 floatplane fitted to EDO 3430’s and depart the local lilly pad lagoon float base early one summer morning. Prior to departure you note a steady fuel drip under the left wing which refuses to quit since you checked the sample site where the spring loaded drain is exposed to the underwing. After the usual wiggling and turning of this device you come to the conclusion there will be no stopping it and with the knowledge your engineer is in bed fast asleep at this early hour you decide to go anyway. The trip to the far north river region is over 2 hours flight time each way and now your mind has time to play tricks such as imagine sitting on a lonely lake all by yourself after dropping your passengers and out of fuel.

You decide it best to stop at a fuel cash and top up which will alleviate the anxieties but make for another heavy take off at max gross with a canoe strapped to the side on a calm lake all while the days heat is fast approaching. After pumping in a full load of fuel from those good old 45 gallon drums placed there earlier that season you should have more than enough including the leak situation, so taxi out and apply full power.

Needless to say the water run should be time consuming but getting on the step is proving more difficult than planned, plus the higher than normal indication on the engine cylinder heat temp gauge is concerning. Finally the decision is made to pull back on power and let the I0-520 cool for a while. After taxing around on the pond the head temps subside and another run is attempted, only this time from the opposite shore with the same sluggish performance as the first try.

Finally after crossing the entire lake and passing by the fuel cash site your on the step and building speed much to the relief of your passengers who are dreaming of their wilderness experience now less than an hour away. You pull back slightly on the controls expecting to fly off but instead the floats refuse to break water and the end of the lake nears at a tremendous rate of speed. In the event you pull the power and settle back into the water you will now have to do this entire procedure once again only now with an already red hot engine. As you near PNR you notice a narrow river available which could supply the last remaining water surface necessary to take this bird airborne.

Just as you are about to lift off you notice several rocks protruding out of the river which are directly in your path, so you pick up one float and pray to clear the pre-cambrian land mine. Unfortunately your right float grazed the top of a rock just as you become airborne and you are well aware there is damage but have no idea as to the extent.Your passengers also noticed the bump and ask if you think it is serious but you assure them there is no need for alarm and consider your dilemma.

Now you are safely in the air but with zero communications and a decision to make, which due to lack of knowledge regarding damage to the float and a possible emergency landing at where ever you elect to end up.

Being well on your way and not wanting to let your passengers down the thought process goes into high gear regarding will it sink on landing and if so how fast? Or should you continue north drop your passengers in hopefully shallow water getting them where they want to be and assess damages, then hope that if it landed safely it will also depart without rolling over on take off. As you are climbing out over the barren Lands of the high Arctic your question of the day is; should you turn back now to home base and land which will cost the company a lot of fuel plus airtime including upset your passengers who have dreamed of this adventure for several years, or carry on.

Those are the options your faced with, what would you do?

Bryan Webster has flown Aircraft all over Canada in the bush and corporate world now with nearly 12.000 Hrs in 35 different types including floats Amphibious Skies and retractable’s. He also is the founder of Aviation Egress Systems based at Victoria BC serving anywhere in Canada Egress Training is required.

For further information Contact:

Bry the Dunker Guy

Bryan Webster

250-704-6401

www.dunkyou.com

“Bry the Dunker Guy” What would you do??

admin — Sat, 14 Apr 2012 02:07:39 +0000

So what would you do?

You find yourself many Kilometres from anything at a totally remote location of Canada’s north on top of a well disguised

rock just under the water surface in the middle of a lake.You were going in to pick up a couple of guys in your Cessna on floats where they had been for nearly a month exploring for a geology company.

It was a clear day although the lake had blown up in swells with 20 plus knots and you had no choice but to land in a small bay with unpredictable winds. After locating your group you load up their supplies including garbage and the usual stinky old wet cloths badly in need of a visit to the laundromat. Once the gears in place and belts are on you taxi out to the end of this relatively small lake turn into wind and ask knowing they have been boating here for some time, are you aware of any rocks in the water we should avoid around here? No comes the response and we have been over every square inch of this pond for the past 30 days. Of course it is always the pilots responsibility to check for these things but the lake was totally covered by wave action and the swells have a way of camouflaging the pre-cambrian granite located discretely only a short distance under the surface. In goes the throttle unleashing 300 Horse power which drags the aircraft up onto the step when there is a large bang followed by a sudden stop which was definitely not in the game plan.

Looking out the side window you are somewhat surprised to see you are lodged high and dry on submerged rock with the water rudders swinging in the breeze. Looking over at the right seat passenger the pilot states I though you were sure there were no rocks to be concerned about in this bay. This passenger says well I don’t remember seeing that one out here before, now what? Opening the door and getting out on the float top our pilot assess the situation and quickly comes to the conclusion 3300 plus pounds aircraft on jagged rock is not going to want to move easily. You may imagine the pilot to be somewhat angered by this newly presented problem and also by the fact his flight note will not let anyone be aware of the predicament for another 3 days. Now our pilot MacGyver locates a screw driver and removes the inspection lids from those EDO 2960’s for a better look inside only to find numerous tears in the aluminum float bottoms and water pouring in. It is determined that the shore where there is an empty camp complete with tents and a boat is to far too swim in the cold fall water even with life jackets.Thus the choices are limited to staying perched on a rock with 3 guys in a small aircraft for the next 3 days, or pounding down the bent aluminum float bottoms as best you can, putting the float caps back in place firing up in hopes of getting to the shore before she sinks, or better yet heading directly back to town.

When you find yourself in these predicaments you realize there are options but which one is on the right flight path.

No one is hurt and the aircraft will need repairs no matter what you do so its simply a question of how much of a risk are you willing to take, or should you simply stay put and suffer the time patiently waiting for help hungry and bored.

This subject has little documented information anywhere to draw from such as how fast will any float equipped aircraft sink once the float bottoms are compromised? What would happen on the take off when hundreds of pound per square inch water pressure is forced into the rips and tears on the float bottoms and will one or more damaged float compartment ruin your day. In making these decisions and having to explain later how quickly it took on water even taxing a standard operating procedure would be great to peruse. Unfortunately there is nothing available to tell you things like in the event an aircraft successfully achieves lift off what would happen to the flight characteristics with the extra 10 pounds per gallon sitting low on one side in a float compartment.

So back to the beginning of this story, what would you do in that given situation, let me know?

Bryan Webster has been in commercial aviation since getting checked out in a Cessna 185 on Schwatka Lake near Whitehorse Yukon in 1978. To date he has flown roughly 35 different aircraft types all over North America on wheels including retractables skies and floats from bush Flying to IFR Corporate Medivac and Air Cargo operations.

Today he is heavily involved with Egress Training for pilots and passengers all across Canada but finds time to fly floats commercially on occasion and is well known for Cessna 208 Caravan Amphibious check outs.

For further information contact:

Aviation Egress Systems

Bry the Dunker Guy

250-704-6401

bryan@dunkyou.com

www.dunkyou.com

WHAT WOULD YOU DO!!! By “Bry the Dunker Guy”

admin — Sat, 14 Apr 2012 02:04:04 +0000

So what would you do ? Float damage dilemma #2

Those are the options your faced with, what would you do?

For further information Contact:

Bry the Dunker Guy

Bryan Webster

250-704-6401

www.dunkyou.com

“Bry the Dunker Guy” needs you!!!

admin — Tue, 06 Mar 2012 15:54:45 +0000

Bry The Dunker Guy Needs You!

In an effort to bring you the most interesting and relevant aviation related safety material I need your help.

Dating back to September 2004 I have religiously sat each month at my computer and written articles pertaining to aircraft safety for you the reader. As I have been flying aircraft privately and commercially since 1978 trust me I have been personally involved with or witness to other pilots unfortunate mistakes on numerous occasions. The basis for these articles are meant to bring understanding to why we should as pilots educate ourselves beyond regulations and think of ways to not end up in the accidents/incidents section. Alternately what to do if like others we find ourselves and possibly our passengers right where we said that would never happen to me. The possibilities for any potential aircraft accident are boundless due to the fact we involve high speed and unpredictable weather conditions with fuel limitations and human error. Now considering this is all based on an object travelling above planet earth with an inability to stop until back on ground you must agree “Murphy” has places to hide. To balance out that statement aviators must pass numerous exams and testing in order to prove we have mastered the required information and skills to keep all involved safe prior to licencing. Where I am going with this is that I have been discussing these topics for years and know for certain many of you have a story to tell which others could learn from. I have met and Egress Trained thousands of pilots and passengers over the past decade and am well aware of interesting stories told to me by you which ended in, it was too close for comfort or I will never do that again.These are the stories which I would like you to send me anonymously if desired for our fellow aviatorsto learn from saving the same mistakes from being repeated unnecessarily.

As for Egress Training I would like to thank all of you who went above and beyond in attending our programs individually or with your families which we offered Canada wide since 1998.

On that note we at AES have been busy designing and building new equipment in an effort to continue our long standing desire for the best and most comprehensive Egress Training experience possible.

Also Transport Canada has approved AES training courses for your 2 year recency requirements regarding 401.05(2)(c) presently limited to Ontario training locations, meaning when you attend Egress Training you are now re-certified upon completion. We are actively working towards the same AES approval for all other Canadian provinces and trust it should be available to you in the future.

Fly Safe!

Bryan Webster has been active inaviation since being granted his private licence in 1977 and now according to Scott must have near 12.000 Hours in 35 plus different aircraft.

In 1998 he founded Aviation Egress Systems and has now trained 5000 aviators at 52 locations across Canada.

For further information contact Bry the Dunker Guy:

250-704-6401

info@dunkyou.com

www.dunkyou.com

AES 2 Seat Dunker

admin — Wed, 15 Feb 2012 06:37:55 +0000

Bry The Dunker Guy Needs You!

In an effort to bring you the most interesting and relevant aviation related safety material I need your help.

Dating back to September 2004 I have religiously sat each month at my computer and written articles pertaining to aircraft safety for you the COPA reader. As I have been flying aircraft privately and commercially since 1978 trust me I have been personally involved with or witness to other pilots unfortunate mistakes on numerous occasions. The basis for these articles are meant to bring understanding to why we should as pilots educate ourselves beyond regulations and think of ways to not end up in the accidents/incidents section. Alternately what to do if like others we find ourselves and possibly our passengers right where we said that would never happen to me. The possibilities for any potential aircraft accident are boundless due to the fact we involve high speed and unpredictable weather conditions with fuel limitations and human error. Now considering this is all based on an object travelling above planet earth with an inability to stop until back on ground you must agree “Murphy” has places to hide. To balance out that statement aviators must pass numerous exams and testing in order to prove we have mastered the required information and skills to keep all involved safe prior to licencing. Where I am going with this is that I have been discussing these topics for years and know for certain many of you have a story to tell which others could learn from. I have met and Egress Trained hundreds of COPA members over this past decade and am well aware of interesting stories told to me by you which ended in, it was too close for comfort or I will never do that again.These are the stories which I would like you to send me anonymously if desired for our fellow COPA members to learn from saving the same mistakes from being repeated unnecessarily.

As for Egress Training I would like to thank all of you who went above and beyond in attending our programs individually or with your families which we offered Canada wide since 1998.

On that note we at AES have been busy designing and building new equipment in an effort to continue our long standing desire for the best and most comprehensive Egress Training experience possible.

Fly Safe!

Bryan Webster has been active in aviation since being granted his private licence in 1977 and now according to Scott must have near 12.000 Hours in 35 plus different aircraft.

In 1998 he founded Aviation Egress Systems and has now trained 5000 aviators at 52 locations across Canada.

For further information contact Bry the Dunker Guy:

250-704-6401

info@dunkyou.com

www.dunkyou.com

Family of Flyers

admin — Wed, 01 Feb 2012 23:36:22 +0000

Family of Flyers

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

OCEAN AIR & “Bry the Dunker Guy”

admin — Wed, 01 Feb 2012 19:58:38 +0000

Bry the Dunker Guy

Well boys and girls it is that time again when we head out to the airport and dust off those wonderful flying machines then assess the wrath winter has subjected to our prised possession, especially if they were outside in the elements.

Now that our hangar is cleaned up the aircraft washed and ready to go what about the pilot. Where do we stand in that equation for being dusted off and ready to go?

Have we reviewed the POH or are you planning to get some dual since it has been six months since you last took to the skies. My advice would be to consider hiring a current and experienced individual especially if you’re waiting for the ice to clear and heading out on floats.

Here on the BC coast we rarely have to worry about situations such as ice unless our flight plan includes a high level lake somewhere, thus we tend to stay current year round on floats.

For those of us in Northern Saskatchewan or many other locations in Canada this is not the case which is why it may be advisable to seek out an expert to not only get the rust off, but maybe teach you a few new tricks.

Dave Budd at Ocean Air located in Victoria BC may be one of your options for an experienced float operator depending on your postal code and here is his story.

Nothing is better than flying low level over top the Pacific through our Islands and Fjords of Coastal BC. The views here mixed with the wild life which makes for the best flying that I can imagine!

Making a living moving the people who reside on the countless Islands to and from their country homes plus enthusiastic tourists with their smiles from our unbelievable views and fantastic lifestyles validates the long hours and the occasional difficult day. I also train pilots on how to fly floatplanes not just the seaplane rating but also advanced floatplane techniques and procedures including low level flight ops, reduced visibility high winds and inclement weather. I also am sure to include safety in every aspect of flight. It is easy to forget at times that this dreamy job can quickly become a nightmare if the aircraft and the weather conditions are not treated with respect.

Over the years I have met pilots who have been involved in accidents of all sorts from hangar benders to full on ditch in the water with an inverted aircraft. Some of these stories are truly heartbreaking and others are stories where training preparedness and some aspect of luck have all come together to a great ending. Training and preparedness that is what safe flying is really all about! As we know, accidents come from a chain of events and it is our job as pilots to be sure that there is no chain to start with.

As an instructor, I feel that it is my job to teach safety into every part of flying from a thorough walk around to understanding how life jackets work and are put on, to how to get out of an inverted aircraft. Egress training saves lives and it’s not just for float pilots and passengers but for anyone who flies over water. Then like all training practice, practice, practice and consider scenarios and how would I react. Why do IFR pilots in two crew call out engine out procedures before the take-off roll… repetition and consideration makes for safety.

Remember to keep up to date on your recurrent training and think: how can I make this safer for me and my passengers? Don’t skip out on briefings as well be sure everyone has training on how to get the doors open, how to get their seatbelt unlatched and to exit the aircraft. When it comes to practice for over the water pilots take Egress training! All of the major (and most smaller) commercial coastal operators have their pilots take it because it saves lives. Practical experience and knowledge of how to get yourself and everyone out safely is the key to a great ending when seconds count. As well we are out there to enjoy and to mitigate risk.

For floatplane training contact David Budd Chief Pilot for Ocean Air Floatplanes at Victoria, BC. 250-655-1144 www.oceanair.ca

Bryan Webster has been flying commercially since the mid 70”s all over Canada in 35 different aircraft types on wheels, skies and floats with over 11.000 hours.

He also owns and operates Aviation Egress Systems offering Egress Training to pilots and their passengers all over Canada .

For further information contact Bry The Dunker Guy 250-704-6401 www.dunkyou.com

“BRY THE DUNKER GUY” PRISCILLA’S STORY

admin — Wed, 06 Jul 2011 17:27:03 +0000

PRISCILLA’S STORY

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

Dear Bryan

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

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

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

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

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

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

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

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

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

Sincerely

Priscilla

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

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

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

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

For further information contact:

Bry The Dunker Guy

250-704-6401

www.dunkyou.com

info@dunkyou.com

AMPHIBIOUS AIRCRAFT

admin — Wed, 30 Mar 2011 04:03:53 +0000

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Please view my Bio in your next COPA edition.

For further information contact:

Bry The Dunker Guy

250-704-6401

www.dunkyou.com

info@dunkyou.com