Jeff, I have enjoyed my IV-P for 4 1/2 years now, but not outside gliding distance from land. You were the theoretical physicist at the LNC campsite, at Sun n Fun in 2008, just after I acquired it.  I was lucky to have the benefit of Navy survival training in the "Dilbert dunker" and the helo dunker, which was even more diabolical. I went on to teach this stuff as a flight surgeon, and test pilot, at squadrons,  TPS, and Naval PostGraduate School. I also got to help develop new trainers and simulators, like T-45.  The main thing you learn, is how to control panic, in a desperate situation, because that is your only chance to get out. (0)  We were very fit 20-somethings when we did this, and I doubt if I could meet the same fitness standards now.   Now, Take a deep breath and hold it.       (as long as you can, while reading this, below, at the appropriate pace.)     If the aircraft goes under, or sinks, or inverted, you have to figure out how to get the door open(0a) wait for equilibrium of very cold in-rushing water, before releasing your seat belt. If you do this too early, you lose critical reference points and end up in the back of the plane, with no escape, headed the wrong direction(1). Still holding your breath?  I would recommend a similar experience to anyone contemplating such an adventure. You could start, like an incremental flight test, by swimming in the same lake, off a boat, but wear a life preserver and take a buddy swimmer. If you are still game, and still want to try with others, then get your passengers to try it with you(1a). Try out the raft and equipment. Many 50-somethings cannot get into the raft, because of fitness, strength, or arthritis, rapidly aggravated by very cold water. Some cannot inflate their life preserver, and will need help, if they escape from the plane. Finally, take the aviation sim/ water survival course, in a pool with divers. Alternatively, take the advice of those who survived the survival training. Honestly, when they told me to put on the blindfold again when I lost my bearings, it was the only time in a 25 year Naval Aviation carer that I considered a DOR(2). My copilot had given me a good kick in the face with his boot.... wasn't my fault, I did everything right, but I still got another run.... In the Navy we go back every 4 years for this "practice drowning" exercise. I got better at being patient, to wait for the panic-ers to leave first.  Now whenever they give that escape lighting briefing on the airlines, look for the old guys that follow every detail of the brief. They do find the "nearest exit" and look for the handholds needed for reference, in the blind.. They are probably veterans of this water survival course. You never forget. And I never fly single engine, with untrained 'survivors', over the Great Lakes or Pacific coast waters, outside gliding range. (3)   Happy flying(inside glide range:) Bill Miller   Notes: (0) Training is always assisted when they make the next Titanic movie: unsinkable, frigid water, ice, etc, etc. (0a)another topic is complexity of that latch and what might happen under structural distortion? (1) anybody else looking at alt escape portal, as required on certified? We are designing a pry-bar to release the right rear window, in case the single door is jammed or obstructed (1a) most of us ignore the water temp and wetsuits(dry suits), unless we actually try this out! (2) DOR = drop on request, voluntary resignation from Aviation (3) until they actually drop you in the choppy bay, pick you up in the helo, its hard to imagine the hazards.  My helo diverted when my neighboring raft set off his flare for sharks. Now am I the bait? Don't touch the basket until it hits the water cause the static discharge can kill you. You can't see anything in the rotor down-wash and spray. Wonder where my glasses are? (4) If you think this sounds depressing, imagine facing it 'de novo', without any experience, and the guilt, for those you might leave behind.   Sorry, it's reality, but easily avoided. Denial is not a good option in this domain. 91.103 Preflight action. Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight.