Egress Training www.dunkyou.com

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

Seatbelts; What’s the big deal?

Since the early beginning of aviation history it was proven that seatbelts save lives.

After a number of early bird men had been catapulted great distances in front of their most recent wreckage seatbelts were designed and installed.

Along the way advanced innovations such as shoulder harnesses became common, especially in the faster more powerful machines that entered the aerobatic world of flight.

Then emphasis was placed on quick releases and five point harnesses for immediate evacuation post crash. As aviation grew they became the standard for all who raced pylons or flew low in commercial operations plus on all military missions.

To put the concept in simple terms think of aircraft as an automobile with the gas pedal stuck at highway speeds and no brakes, because that is what you have once leaving the ground in any aircraft.

Today good quality seat belts are mandatory on all aircraft, and shoulder harnesses are available in a variety of installations to suit any airframe on the market.

The single strap across your chest is acceptable but could be inadequate for any forward high-speed impact. When compared to the single strap over each shoulder and secured from behind your head the crossover shoulder harness proves inferior.

One day when you are in level flight holding the controls picture a sudden stop, then decide if your face is adequately protected from a high-speed impact.

When flying with no shoulder harnesses installed or unwilling to wear them when they are available, the individual leaves themselves open to the possibility of unnecessary serious facial and head injuries.

To appreciate this understand when an aircraft accidentally enters water and noses down for example it stops completely in the length of its own airframe with incredible G forces.

On impact the lap belt is designed to help hold you in the seat, but your body will fold at the hips leaving your upper torso unprotected from impact as the forces of kinetic energy go to work. One theory is prior to a crash place the seat cushion or jacket between you and the control column, and it’s a good plan although the shoulder harnesses should keep you from reaching anything in front of you anyways. There are many different harness styles available for your aircraft from recoil to standard fixed on the cabin ceiling so do your homework and find the installation right for you.

Once a decision is made on the model be sure they easily release once you are in them, especially if the shoulder straps slide over your existing lap belts.

When seconds count either inverted underwater or at the end of a runway on your nose with smoke or possibly flames around, you will be glad this installation was well thought out for you and your passengers.

Another safety option is carrying a simple seat belt cutter onboard, which should be within easy reach in the event of entanglement.

In my opinion all front seats in any aircraft should be equipped with quick release 5 point lap/shoulder harnesses to help lesson injuries during any incident. A sudden stop impact could easily result in an unconscious pilot or crewmember, rendering them unable to help themselves or assist any passengers in the event of any emergency.

In an underwater situation this is and has been lethal on numerous occasions here in Canada and around the world, where often the rear seat passengers if on board saved the unconscious pilot/crew.

No matter what you fly or where, consider that seat belts and harnesses could be the best investment in safety you ever made.

Statistics show lap belts in light aircraft are only effective in minor low speed incidents.

Properly installed shoulder harnesses reduce injuries 88% and fatalities by 20%.

Bryan Webster is 11.000 hour plus pilot and owner of Aviation Egress Systems teaching pilots and passengers in light aircraft how to survive an aircraft ditching.

For information on how to enrol in an Egress training program contact:

“BRY THE DUNKER GUY

1-877-GO-DITCH

250-704-6401

www.dunkyou.com

info@dunkyou.com