Egress Training www.dunkyou.com

PRISCILLA’S STORY

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

Dear Bryan

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

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

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

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

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

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

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

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

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

Sincerely

Priscilla

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

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

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

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

For further information contact:

Bry The Dunker Guy

250-704-6401

www.dunkyou.com

info@dunkyou.com

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Please view my Bio in your next COPA edition.

For further information contact:

Bry The Dunker Guy

250-704-6401

www.dunkyou.com

info@dunkyou.com

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

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

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

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

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

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

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

For further information contact:

Aviation Egress Systems

BRY THE DUNKER GUY

250-704-6401

www.dunkyou.com

info@dunkyou.com

Bry the Dunker Guy

Ditching Myths

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

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

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

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

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

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

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

Regarding ditching myths here are a few of my favorites-

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

want to be the first.

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

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

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

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

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

check out www.dunkyou.com

KEEP YOUR EYE ON THE BALL

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Fly Safe Always

Bry the Dunker Guy

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

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

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

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

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

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

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

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

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

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

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