Egress Training 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

<

Spring is on the way and soon busy aviators will be everywhere

April is near, and with that a reminder of former day’s enjoying Canada’s outdoors and all the wonderful airborne hours only flight could possibly provide.

The freedom of flying and our ability to reach favorite destinations from take off at a local airport or your own dock in the front yard is immeasurable.

Once the snow has disappeared and ice melted airports everywhere will be a buzz with annual maintenance requirements and the usual wheels to float change over.

Then once the tools are put away and hangar floors swept clean you realize flying has begun and you must now justify the cost per hour to cover these expenses by squeezing precious minutes out of an all too short season.

Soon you will find yourself off for adventure with your craft high above all different terrain including flat land, mountains and often open water.

This is a time to give thought to emergencies which you the pilot could encounter en-route and how to handle anything from an engine failures to a ditching.

First question, do you have on board everything required for your particular trip such as life vests and the knowledge of how to inflate such a devise under the stress of real life drama?

Secondly do you understand the effect of landing on water with fixed gear or possibly floats with amphibious gear in the down and locked position.

To better understand, think of water as the ultimate distance stopping device followed by

an impact which can only be described as extremely violent, all while enclosed in a box soon to be held underwater.

For a conventional wheeled aircraft such as a Cessna 172 most ditchings result in a sudden stop of roughly the aircraft’s length no matter the speed, followed by an inversion.

Similar reaction for the tail daggers out there due to the forward exposed gear legs making contact with the water surface first, although there is a higher certainty of one quick flop onto the aircraft’s back.

As for Amphibious aircraft that all too often land upon water with the gear down, it depends mostly on the manufacturers design and front gear leg location regarding the outcome, although high percentages stop and flop.

Then there are the retractable who loose power after take off out over water and pray the gear is up before landing on the liquid surface with the wheels safely stored in the wells.

The reasons aircraft enter water when least expected is not important, it is how the occupants react in the first few second which is.

Water temperature due to cold shock and impact velocity are by far the largest variables to consider which often cause the panic and disorientation leading to fatalities.

Knowing what to expect from Egress training previously will make all the difference should this ever happen to you, which is why the Military has made this course mandatory in flight crews for many decades.

Bryan Webster August 1996 Cessna 185 C-GAIX North of Fort Smith NWT

Bryan Webster October 2001 Cessna Caravan Bahrain UAE

Bryan Webster is a 11,000 hour plus pilot actively flying a Beaver on the BC coast today when not Egress Training.

In 1977 he was a passenger involved in a water crash while the pilot attempted to avoid power lines draped over the Fraser River east of Vancouver, BC.

For information or to enroll in the AES Egress Training Program contact

“Bry the Dunker Guy” Bryan Webster

1-250-704-6401

www.dunkyou.com

BRY THE DUNKER GUY

Aviation in general is known to be the fastest and safest mode of transport anywhere on the planet earth. With today’s aircraft technical advancements and superior training for pilots and crews our track record has improved dramatically since the early days of flight.

Yet in spite of these statements each month here in this COPA paper alone we read of numerous accidents and incidents which range from minor to severe. The reasons have not changed appreciably over the decades ranging from pilot error to weather or environmental and equipment failure. It appears this trend will unfortunately continue for future aviators as there is always room for the small margin of mishaps regardless of safety and training. Any Licensed Pilot has received hours of training on flight procedures including engine failures and in flight emergencies, which should be briefed on occasion for the unlikely event. Ditching procedures are often mentioned in training although from the thousands of students I personally have Egress Trained they were totally unprepared for the daunting task of exiting an inverted simulator in a warm pool facility. Regarding any emergency procedure you must not only discuss for example a stall but obviously experience this manoeuvre in the aircraft until competent and later in life practice it on occasion. The same goes for Egress training, talking about it and yet never experiencing the sensation of being subjected to a simulation of the real event is

quite different. AES SAFE training prepares pilots and their passengers for the unlikely possibility of finding themselves under water disorientated in a sinking aircraft with a real life scenario. Often we in our work we hear the statement I fly wheeled aircraft not a floatplane thus sorry but not interested in Egress Training, yet this year already there have been non float aircraft plucked from the BC coastal waters. My advice is no matter what you fly you owe it to yourself and your passengers who will be depending on you in any emergency to be trained for all possible mishaps.

On another note let’s give some serious thought to the standard ELT”s installed in any of our aircraft including helicopters.

Firstly when was the last time you checked to see if it was in the armed position and ready to operate effectively if our lives depended on it?

Secondly would it work under water if you found yourself swimming away from your sinking aircraft after you opened the doors to get out start heading to shore?

My solution for this concern is simple now that there is the SPOT GPS available for a reasonable cost and easy to use. I personally have used mine for over a year and since then built total confidence in this unit as it follows my flight routing positions and shows this pictorially on my home computer every 10 minutes where I am and have been.

For anyone who does not understand the incredible value of this compact lightweight safety concept please contact me and I would be happy to fully explain why ever aircraft out there should be carrying one.

Bryan Webster has over 11.000 hours in numerous aircraft all over Canada commercially since 1978.

In 1998 he became Bry the Dunker Guy when starting Aviation Egress Systems located at Victoria BC.

Each year AES travels all over Canada teaching pilots and Passengers Egress Training and still fly’s commercial float equipped aircraft on the BC coast.

For further information contact:

Bryan Webster

250-704-6401

www.dunkyou.com

info@dunkyou.com

               Why to consider Egress Training for both pilots and passengers

Statistics show somewhere every single day of the year an aircraft for any variety of reasons, end its flight unscheduled in water.

Here in Canada last summer alone there were several incidents, unfortunately not all occupants survived. Aviation Egress Safety Systems of Victoria BC has been teaching pilots and passengers how to successfully Egress from aircraft inverted in water since 1998.

Of the thousands of students trained to date, very few egressed with out difficulty during the first few tries while in our equipment training in a warm swimming pool.

Once an aircraft has ditched inverted in water unexpectedly, the occupants immediately panic become disorientated and waste the precious few seconds they have, trapped and helpless. Pilots are more familiar with their aircraft doors and exits, although they too are totally out of their element once immersed in cold water, and the majority also have difficulty escaping. Through training in a safe warm environment with specialized equipment the opposite takes place, and few later have difficulty returning to the surface under control. Both pilots and passengers once Egress trained, proved to be well versed in what to expect in the event they become unlucky enough to be involved in an aircraft ditching.

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

It is suggested students bring with them a change of cloths including clean footwear which will get wet, and a towel.

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

                 Close Encounter of the Watery Kind - by a Lucky Lady

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

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

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

                 BRY THE DUNKER GUY    

A few years back I spoke with a pilot who had lived through a horrific floatplane accident and wanted to help spread the word that when things go bad you had better be ready.

Here is his story -

I think it is best to share my experience as hopefully someone else could learn something and not possibly lose his or her life. I have many reservations about telling this, as the trauma  (mental) was quite high, but something inside me urges me to pass this on.

It was July 11^th 1997, my wife and I had decided to go to Nimpo Lake and pick up some friends before going to the Anahim Lake Stampede. We were in our Cessna 185 on Cap floats, what a gorgeous day it was. As we loaded the plane with our 2 bodies, a couple just married and spending their honeymoon in a cabin near ours ask if they could ride along with us as we had two empty seats. We were happy we could provide a “floatplane” experience to such a cute couple so off the 4 of us went. Upon arriving at the Stampede, we all agreed how boring the rodeo was, and that we could certainly put our time to better use by flying off to some remote lake were we could swim, lay out in the sun, and “veg out”. We flew into Turner Lake, walked around the unbelievable Hunlen Falls and then went back to the aircraft to head for the cabins where we were staying over the afternoon. The sun was soon to make its plunge into the Coast Range Mountains so we got prepared for the flight home. Prior to our departure from the dock my wife explained to the couple that in the event of an emergency landing, the first thing to do is remove your seatbelt. I don’t know why she told them that as it is not normally something that my wife thinks about, weird. We were going to take the route down the canyon to fly over Knott Lake and then up the Klinnilinni River to home, but after take off I thought it best to fly over Charlotte Lake as there is immense landing opportunities should an engine failure occur. This is something that I regularly think of while flying as I am always looking for a place to land, so over Charlotte Lake we went. We flew just off the water at 50’ to get a view of the abandoned Remarko Ranch. After the look see I started a steep climb and a banking turn to head home and to gain the much needed altitude. Suddenly, there was a deafening silence……. The engine quit. We were over the edge of the lake on the East end, right over the camping beach….which was full of campers as this was a holiday and such a beautiful day to. With only about 400’ of altitude our options were quite limited. Knowing the amount of fuel I had, and not wanting to put the plane into the trees for fear of fire I though it best to try to turn 180 degrees and get back into the wind for an attempt to land on the water. If I had opted to land straight ahead most likely we would have skidded up onto the beach killing who knows how many. The plane sank fast as we were losing both altitude and speed quickly, when I finally got the plane turned around we had lost about 390’ altitude and all of our flying speed.

 There was a faint hope that I could flare and make a safe landing, but with no speed and no altitude left the plane stalled hitting the hard surface of the water from about 10’. This made the front left side of the float dig into the water which immediately flipped the aircraft on it’s nose and then over on it’s back ripping off the wing on the one side.

 The force broke out a portion of the windscreen and immediately after coming to rest we started to fill up with water. I remember looking over at my wife who hade the male passenger on top of her, and was bleeding all over her white shirt. He had flown over the front seat and hit his head on the V-brace. He looked at her and said “Don’t Panic”. What happened next is just a horrible blur. I remember trying to get my belt off, but hanging upside down didn’t help matters. I tried opening up the door…jammed as the impact had twisted the cabin frame. I tried the seat belt again, this time while underwater to no avail.  I then lost total recall of what the others were doing at that point as being consumed with my own problems. By now I began to wonder if I could hold my breath any longer. Door? Seat Belt? Nothing was working and then I remember a most peaceful feeling that everything was okay. I sat back into my seat and quit struggling as it was all over for me. Then last thing I remember about being under water is that somehow in the struggling to get free my elbow I must have knocked my door window open. I still do not now how I got my seat belt off. I don’t remember doing it. But I do remember that when I squeezed out of that tiny side window opening and swam up to the surface how good it felt to take a breath of air. It seemed like a dream. Then I realized that I was the only one who made it out and that the others were still down there. I took a deep breath and swam back down to the submerged aircraft about 12 feet below to aid in their escape. I remember that my first attempt I couldn’t make it all the way because the pressure on my ears killed me. I surfaced and took another breath, this time clearing my ears on the way down only to find that I couldn’t open the main door to get them out. I surfaced again and took another breath, and this time went to the baggage door which fortunately was unlocked. When I opened that door I immediately saw our male passenger. Grabbing him’ I helped him out the door and we both went to the surface as he was still conscience. Again down I went for another attempt, this time for his wife and I went through the same struggle to get her through that same baggage door. The challenge was the door is tiny, only about 12” x 15” but all I had to work with. When we surfaced a boat approached to help in the rescue operated by a fisherman. Back on the surface helping the young girl into the boat took all my attention, and then I realized my wife was still in the plane so I went down quickly once again. I got inside the plane and pulled her out of her seatbelt and managed to get her through the door and up to the surface. She had swallowed a lot of water and was not coherent. The people in the boat pulled her in and I remember how she coughed up a “ton” of water when they pulled her across the side forcing the water out.

I know someone was watching out for me that day as there are many happenings that were too much coincidence. Lessons to learn? Yes. We were both, my wife and I wearing shoulder harnesses; this saved our lives as the force threw us forward into the tension of these belts.

 My wife had black and blue marks across her chest from her waist to her shoulders where she hit the belt. Had we not been wearing them both of us would have definitely hit our heads on the instrument panel, knocked us out and we would have drowned. Another miracle…I always keep the baggage door locked as my small children ride in the 3^rd seat in the back of the plane. Why was it unlocked that day I will never know. Still…had we chosen to go down over Knott lake instead, we would have had no witnesses to our accident including the man in the boat, who being there to pull us in saved our lives. I remember after pulling my wife over the side into the boat, how hard it was swimming just 10 feet in my clothes. Still another…how…did the window pop. And how did we all get out of our seatbelts? I do not remember.

Looking back, there are things that I would have done differently, and which I do now every time I take someone for a ride…I explain the urgency to get the seatbelts off. I would try to open the door prior to impact, and most assuredly I would make sure that those in the front seat water shoulder harnesses. The disorientation that set in once we were upside down and under water was indescribable. I couldn’t find my door handle for the longest time. I couldn’t even efficiently find the release latch for the seatbelt.

Practicing locating these two things could really save your life.

After we got the plane out of the water during recovery, we found there to be 26 gallons of fuel. Both of the doors inside handles had been turned so hard that the spines on the shaft had been twisted clear off the inside of the door handle, so opening the door was an impossibility now from the inside. I guess in our panic, we unknowingly had tried so hard that we just ripped the handles off their shafts.

I hope this has provided some helpful tips.

Aviation Egress Systems training covers this type of scenario and especially the disorientation and many other strategies such as never locking any doors while in flight.

There was obviously a guardian angle close buy watching over them that day, but Egress Training would have been a major asset for all involved.

Bryan Webster is a 10.000 hours plus pilot still actively fly a De Havilland Beaver on the BC coast today. In 1977 he himself was a passenger in a water crash while the pilot attempted to avoid power lines draped over the Fraser River east of Vancouver.

To day with over 25 years of flight experience and 35 aircraft types to his credit when he is not flying his beloved floatplanes, he owns and operates Aviation Egress Systems teaching ditch training at Victoria BC.

For questions or to enrol in the Aviation Egress system ditch training program contact-

Bry The Dunker Guy

 1-877-GO-DITCH

 1-250-704-6401

info@dunkyou.com

www.dunkyou.com

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  all inclusive Egress Training Course is designed for pilots of both helicopter,  light aircraft and their passengers the course includes beverages and food through out the course, as well as 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 and an adventurous attitude.