Egress Training www.dunkyou.com

Hypothermia and why we should understand its effects on aviators.

Chances of ever needing to know anything about hypothermia because we fly airplanes is slim at best, although for the unfortunate few cold soaked and away from help its essential.

As aircraft are designed and capable of transit to inaccessible places where no one else is available to us we must understand self preservation in the event of emergencies.

Here in Canada our environment is often harsh and could be life threatening for many cases in the event we do not reach the destination as planned, and have to deadstick half way.

As spring is approaching across the land we are reaching a point where the warmer days are longer, and in many locations give way to ice covered ponds thawing out but yet contain extremely cold properties.

Our coast lines differ from a point view that year round the very substance we utilize for landing on is very capable of killing us with in minutes should we inadvertently be submerged and soaking wet.

On the BC coast, all winter long aircraft on wheels and floats transit from cities to remote regions moving people and materials as they have for over 75 years successfully.

Occasionally large swells or wind gusts change the day’s routine from having to deliver the folks on time to survival while clutching a pair of inverted floats, and determining the distance for a swim to shore.

To our inland fliers it could be a similar situation where cold soaked people are climbing out of a half sunken aircraft which is being supported by broken ice, all at below 0 temperatures and in cold winds.

In either case if not dealt with properly the final outcomes are very similar, and how they are handled depict a positive or negative ending.

Both must stabilize the situation in order to survive, and may involve any number of frantic passengers when a host of important decisions are to be made under difficult conditions.

First you must understand that cold water temperatures extract heat and energy from the human body 27 times faster in water than on land at the same temperature once submerged up to your neck.

In the ski plane scenario first you must reach solid ice away from the aircraft, then in very short order find shelter from the wind and pray you remembered your trusty waterproof lighter, and then hope to have access to burning materials.

Downed floatplane individuals could be faced with numerous problems such as injuries

or inability to swim, large ocean swells could be present making that transit to land even more difficult.

In both cases advance training for these unexpected incidents would have provided a plan before the aircraft originally departed, ensuring life vests and lighters were present and with you once the emergency was underway.

Getting out of wet clothing at subzero temperatures, and warming by a fire are mandatory, often making the difference between living and slowly succumbing to hypothermia.

Knowing what to have with you and how to react in these predicaments is simply a matter of knowledge and training.

There are numerous wilderness survival courses offered in Canada where you actually spend nights out of doors in winter temperatures, so why not enrol and learn techniques which are basic but often lost by today’s advanced society.

www.deepwoodstraining.ca Greg Szocs located in Central Canada.

I also suggest you consider Egress training which has now become highly recommended for all who fly, plus I make it affordable by traveling all over Canada by bringing it to you.

Cessna 185 Ski Plane fell through spring ice

Cessna 206 gear down amphibious land on water.

Listed below are facts about Hypothermia

• Hypothermia – Loss of body heat.
• Body looses heat; body functions slow down and can quickly lead to death.
• Three critical areas where the body losses heat, the head & neck, sides of the chest and the groin area.
• If in the water protect critical body areas to slow down heat loss by placing something on you head anything that may be available, hat or anything that may be floating in the water, hold your body tight together if possible covering chest and groin with hands and arms.
• If two or more people are in the water, huddle together so that your bodies are in close proximity.
• Handle hypothermia victims gently.
• Place victim in a warm dry environment.
• Prevent further loss of heat by covering neck and head.
• Wrap victim in blankets.
• Do not rub the surface of the body.
• Apply heat (40 degrees Celsius) slowly and gently to increase the victims body temperature.
• Give warm drinks such as coffee, tea, or cocoa not alcohol – only if victim is conscious and alert.
• The condition is critical if the victim becomes stiff, unconscious, or shows signs of clouded consciousness, such as slurred speech – even if the victim isn’t shivering. Get medical assistance.

Bryan Webster is a highly experienced light aircraft specialist with over 25 years and 11.000 plus hours to his credit who still flies commercially on the BC Coast in a

De Havilland Beaver.

He also owns and operates Aviation Egress Systems teaching aircraft ditching procedures from Victoria BC.

For more information on Egress training contact

“Bry the Dunker Guy”

Bryan Webster

250-704-6401

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

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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