Egress Training www.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

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

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

Martin Hale from Whitefish Montana USA writes-

I started flying with a private license (SEL) in 1980, and then two years later received a float rating which was one of my life’s biggest thrills. Today I fly my Cessna 180 modified with a 0-520 and three bladed propeller on strait floats.

My flight time exceeds 5000 hours with the majority being on those floats that have taken me to places all over North America few people get to see, including Alaska for up to five times annually.

Even with all that past experience I am a long way from knowing it all as flying has numerous challenges and no one person could live long enough to be caught in every scenario.

That is what brought me to Bryan Webster’s Aviation Egress Systems pilot and passenger ditching school.

I had no idea what the program was all about, but was keen to learn whatever is offered which will improve my piloting or overall survival skills. The ground school was a real eye opener as everything that was discussed dealt with real life situations that have happened to aviators similar to me.

One quickly realizes how important Egress training could be the first time you are rolled upside down and become totally disorientated and unable to find the door handles inside their ditching simulators.

I absolutely had no idea of the challenges that present themselves in Egressing a flipped over aircraft, or the speed at which they occur. The AES program makes the pilot think of things like different kinds of passengers that are transported in aircraft whether on wheels or floats, and what could happen if one ends up inverted in a lake or river.

Example: What about passengers who are non-swimmers, large or elderly not to mention children who rely totally on us for advice and leadership especially under the stress of an accident.

We were taught first hand how dangerous a boater’s style life vest or jacket could be inside an aircraft under water in the simulators, and why inflatable PFD’S were invented for aircraft originally.

You will learn about the options available for life vests and why pilots and passengers should be wearing inflatable units, as even when ready in a warm swimming pool most of us left them behind in the rush to get out.

I have tried to talk many of my aviation buddies to take the time and attend this course with a variety of responses.

One pilot said, “Oh I will just be careful and not take chances”. Others were concerned about performing poorly in front of their friends, or were uncomfortable in water.

A person should put the concerns out of his/her mind and sign up soon, especially if are apprehensive as this is all the more reason to attend. Plan to use this opportunity to learn and practice these skills in a safe controlled environment where if you do poorly there are chances to repeat the procedure and get it right the next time.

A floatplane pilot is no more than a log in the water, rogue wave or sudden gust of wind away from a possible upset and one must be prepared for such an event.

I have now taken this course twice, as I realized after my first session that my wife who flies with me on a regular basis should also be proficient in Egressing a ditching as I could be incapacitated during a real incident.

I strongly believe in the Egress training provided, and tell all other pilots you cannot appreciate the benefits until you complete the course.

The one group of pilots who does understand why this is so important are our military folks who have long understood the dangers and repeated this training annually for years as it is mandatory for them.

Just like practicing engine failures and stalls this should be included in any pilot’s emergency training program.

Signed Martin Hale.

Bryan Webster is an 11,000 hour pilot actively flying on the BC Coast today. 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.

For questions or to enrol in the Aviation Egress Ditch Training program contact

“BRY THE DUNKER GUY” 1-877-GO-DITCH www.dunkyou.com.

Martin Hale from Whitefish Montana USA writes-

I started flying with a private license (SEL) in 1980, and then two years later received a float rating which was one of my life’s biggest thrills. Today I fly my Cessna 180 modified with a 0-520 and three bladed propeller on strait floats.

My flight time exceeds 5000 hours with the majority being on those floats that have taken me to places all over North America few people get to see, including Alaska for up to five times annually.

Even with all that past experience I am a long way from knowing it all as flying has numerous challenges and no one person could live long enough to be caught in every scenario.

That is what brought me to Bryan Webster’s Aviation Egress Systems pilot and passenger ditching school.

I had no idea what the program was all about, but was keen to learn whatever is offered which will improve my piloting or overall survival skills. The ground school was a real eye opener as everything that was discussed dealt with real life situations that have happened to aviators similar to me.

One quickly realizes how important Egress training could be the first time you are rolled upside down and become totally disorientated and unable to find the door handles inside their ditching simulators.

I absolutely had no idea of the challenges that present themselves in Egressing a flipped over aircraft, or the speed at which they occur. The AES program makes the pilot think of things like different kinds of passengers that are transported in aircraft whether on wheels or floats, and what could happen if one ends up inverted in a lake or river.

Example: What about passengers who are non-swimmers, large or elderly not to mention children who rely totally on us for advice and leadership especially under the stress of an accident.

We were taught first hand how dangerous a boater’s style life vest or jacket could be inside an aircraft under water in the simulators, and why inflatable PFD’S were invented for aircraft originally.

You will learn about the options available for life vests and why pilots and passengers should be wearing inflatable units, as even when ready in a warm swimming pool most of us left them behind in the rush to get out.

I have tried to talk many of my aviation buddies to take the time and attend this course with a variety of responses.

One pilot said, “Oh I will just be careful and not take chances”. Others were concerned about performing poorly in front of their friends, or were uncomfortable in water.

A person should put the concerns out of his/her mind and sign up soon, especially if are apprehensive as this is all the more reason to attend. Plan to use this opportunity to learn and practice these skills in a safe controlled environment where if you do poorly there are chances to repeat the procedure and get it right the next time.

A floatplane pilot is no more than a log in the water, rogue wave or sudden gust of wind away from a possible upset and one must be prepared for such an event.

I have now taken this course twice, as I realized after my first session that my wife who flies with me on a regular basis should also be proficient in Egressing a ditching as I could be incapacitated during a real incident.

I strongly believe in the Egress training provided, and tell all other pilots you cannot appreciate the benefits until you complete the course.

The one group of pilots who does understand why this is so important are our military folks who have long understood the dangers and repeated this training annually for years as it is mandatory for them.

Just like practicing engine failures and stalls this should be included in any pilot’s emergency training program.

Signed Martin Hale.

Bryan Webster is an 11,000 hour pilot actively flying on the BC Coast today. 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.

For questions or to enrol in the Aviation Egress Ditch Training program contact

“BRY THE DUNKER GUY” 1-877-GO-DITCH www.dunkyou.com.

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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