Fall... The best time of year to fly.

The days are getting cooler and just a little shorter.    The summer heat and haze has given way to clear blue days.    This change usually happens overnight.    The first cold front will come through with a little wind and blow away the muggy weather.

The Good and The Bad.

Lets get the bad out or the way first...   (It's not really bad)

1.  The days are shorter.    Right now in the middle of October we are losing 2 minutes a day.   It does not get light until around 6:30a.    I am a morning person and I love to get outside and enjoy as much of the day as possible.     I also really enjoy the evenings and sunsets.    During the the peak long days of summer it will get dark around 9p.    I get in trouble with the wife for getting home that late so I try to end my flying before that time so that we can enjoy a nice evening dinner together.   This means that flying at sunset if a rare treat.    This time of year I get some really nice sunsets.

The Good.

1.  I own the lakes.    There are very few boaters out on the water.    Apparently the school season and football season distracts the would be boaters.    Boaters are rarely a problem for us as seaplane pilots.   We generally have lots of lake to work/play in, but it does make the lakes very peaceful.

2.  The  weather is generally less rainy and the air is crystal clear.   You can see what seems like a hundred miles.

3.   The temperature has dropped and has lowered the density altitude.    This makes the airplane seem to jump off the runway and perform like new.

4.  The leaves.
  

A Real Cross Country Flight

The Opportunity.
My new company is based in San Francisco and I am based in Birmingham, Alabama, so I now get the opportunity to visit this beautiful California city more often than in the past.   This opportunity was the company user conference.    I would need to be out there for 3-4 days.

My gracious company.
Some companies are a bit skittish about letting their employees fly themselves around, but these guys seem to be cool with it.   The companies that do not allow employees the freedom and flexibility to fly themselves places are just a little in the dark about this wonderful opportunity.   That age old story of being afraid of what they don't understand.

The dream.
Every pilot I know dreams of doing the real cross country flight.   I had lots of guys, some that I really didn't even know, asking to come along.   I have been flying for 30 years and accumulated over 4000 hours of flying time, but I have never ventured west of the Mississippi river in my own plane.   To actually venture out of my back yard and take myself all the way across the country and to see this marvelous nation from my own perch is just very exciting.

The weather
This will be a really long flight and generally there is some sort of weather system or other working its way across the map, but there was really nothing major going on either on the way out to California or the return trip.    We had XM weather in the cockpit via our Garmin GPS to keep us clear of any bad weather.   The worst we saw was a little rain.

The airspace
There are a bunch of restricted areas and complicated airspaces out in Nevada and California, but we had a collection of GPS's and iPads, all with up to date databases, to keep us out of trouble.   It also helps to have a good navigator with you the first time.   The technology that we have today at our finger tips is really phenomenal and it makes keeping the airplane in the right place and me out of trouble.

The Density Altitude
Living and flying in Alabama we have a few obstacles that may reach a little over 3000 feet.    By the time we got about half way to our destination KROW Roswell, NM which lies at 3600 Feet.   Out there the runways get longer, the temps get hotter, the density altitudes get higher.    Roswell has a 13000 foot runway and short 9000 foot runway, because it needs them.   Our next stop was Winslow, AZ which was at 4900 feet with a 7000 foot runway.   With the plane full of fuel, people, and luggage for a week our Piper Twin Comanche took an impressive amount of runway.   With altitude and heat there is less air for the plane to use for lift and less air for the engine to use for power, so the runways need to be longer and pilots need to do the math before take off to ensure that there is enough runway and performance to actually get airborne and climb.

My parents took me on a cross country drive when I was 15 and I remember only a little of it, but mostly you take in very little of the country at a given time from the perch of a car.   At best

As it was, one of my best friends, a fellow pilot, and co-worker decided to come along and actually encouraged the trip.   It was one of his life long goals as well.   My 16 year old daughter decided to come as well.    This was a real treat, since it is generally hard to get to spend time with her these days.    So we were off on this great adventure.

I planned the trip on my iPad using ForeFlight and the weather really looked pretty good.   I decided to take a southerly route around the bottom of the Sierra Nevadas to avoid the higher peaks up north.

The Adventure
We made it there and back.    We took 2 days to get there and 1 to get back.   We saw millions of acres of desert.    We would fly for hours and only see on house.    There are many many canyons aside from the big one, which by the way, you cannot comprehend by standing one the edge and looking down on it, or even taking a chopper flight through it.    We flew beside it for hours on end at 160 knots.   It really is  grand and amazing.    Our weather remained VFR for the entire trip.    I had good quality time with my buddy and my daughter.

Will I do it again.  
I am planning to do a helicopter or cub version of this adventure next time.     It will take longer, but isn't the flying why we do all this.

What is so cool about a J3 Cub

These little airplanes have been around since the early days of flying. They are made of simple steel bicycle type framing tubes, wrapped in cloth, and painted. The engine is a dirt simple design that dates to the 30s and could most be likened to the engine of an original VW Beatle. This little airplane has the bare minimums of equipment and instrumentation for flight. It is not a particularly sexy design and the cabin cannot be called comfortable or ergonomic. So why was it so popular then and why is it still the sought after lovable plane that it is today.

I think it is because it is so good at being a basic fun to fly airplane.

1. The open door and windows.
The view out the open window is just about as good as it gets. The wind rushing past the opening and the ability to stick your hand outside in the windstream while actually flying in an airplane seems like you are breaking a rule. Didn't our parents, and every sign at the amuzement park harp about keeping our hands inside the vehicle at all times. How can THIS be okay? And once you stick your hand out there you are free to pretend that your hand is a wing and play with the different shapes and angles of attach. It is just plain good fun.

2. It is a real airplane.
It has an engine and wings and a tail. It has all the basic airplane parts that a Boeing 747 has and it operates on the same principles. Thrust, Drag, Lift, and Gravity. The 747 may be a bit more complex and powerful but they are both basically airplanes and they fly. This one happens to only burn 5 gallons an hour and go about 80 miles an hour.

3. The cub is about flying. It is not really serious about getting anywhere. When I go to fly the twin comanche I feel like I need a mission. I need to get somewhere or teach somebody something or get current. The cub is perfect for just going out to the airport and taking a 30 minute spin in the sky.

4. The cub is about learning. It was conceived to be a training airplane and it does that very well. It is certainly not the hardest or most complicated airplane to fly, but by the same token it can teach humility in a hurry if you get complacent with it. Learning to fly a taildragger like the cub will make ANY pilot a better pilot. I feel like a get a little better every time I fly it and I always feel like I have more to learn.

5. The cub is about low and slow flying. The view out the open windows and door has to be experienced to be appreciated. I've noticed all kinds of cool things on the ground near my airport that I have been flying over for years. In the spring you can smell fresh cut hay and grass, jasmine, cows, and a thousand other things that get missed in a closed airplane.

6. The cub is unassuming. It is a plane that just about anyone can afford if you get a few guys together to share it. Even the name the name is unassuming. They could originally be had for $1200 bucks, which was a decent chunk of change in the 30's Guys that own and fly cubs do it because they love flying and not showing off how fast or flashy their aircraft is.

So...  Go out and fly a cub.

Your tax dollars at work.

We have all joked about wasteful government spending. There is plenty. We all pay taxes and grimace when we give a huge percentage of our hard earned paychecks to the Federal government. Sometimes we forget that we really are the luckiest people on the planet. We live in a country where we have opportunities and freedoms unlike anywhere else in the world.

Every time I get into an aircraft and get to fly over this great land I try to appreciate the sacrifices of people that I will never know that allow us these freedoms.

At WaterWings I often have the privilege of training some of our military personnel in the art of seaplane flying. This is a particular thrill. I have trained students from Maxwell AFB, Columbus AFB, Fort Rucker and many other fine installations. I have had students who fly T-6s, Black Hawks, Comanches, Apaches, C-130s, C-17s, CH-47s, F-16s, F-18s, and this weekend I got to know an F22 pilot.

These pilots are always consummate professionals. I can show them how to perform a maneuver and they can do it as well or better than me in just a few tries. I get to hear stories about their training and some of their adventures, and I am humbled, amazed and honored to share seaplane flying with them. These are guys that are flying amazing equipment and have been trained by the best to be the best, and it shows. And we, at WaterWings, get to actually show them something new. They get great joy in driving my Cessna 150 with the ungainly pontoons around Lake Martin.

I get to fly my little airplane around the state of Alabama and beyond freely and without fear-- because these brave, highly skilled, highly trained aviators are equipped with truly extraordinary aircraft. All of this takes money, but more so it takes the dedication of our armed forces who are willing to put themselves in harm's way so that we can be as fortunate as we are.

Technology at our fingertips

My profession is computers, but my flying is really more of a religion to me. Generally I believe that simpler is better. The Piper Cub is evidence of how wonderful flight can be with just the simple things. It was built in 1939 and has survived 71 years of bouncing around the sky and runways with very little technology. Much of the time technology makes the cockpit more complicated as is evident by the extra training required to fly a technically advanced aircraft.

I have just added an Apple IPAD to the items that I carry in the cockpit, becauseI do believe that this will simplify my flying. I always have a scramble before a flight getting all the charts and plates that we should all have when flying cross-country. None of the local FBOs carry all the charts needed, so I must think ahead to order them, and then pay for shipping. Still some charts are often back-ordered, leaving me in a lurch.

With the ForeFlight app on the IPAD I can have ALL the charts in the country for about $50 a year--IFR, VFR, and approach plates. The PowerPilot app gives me free AFDs for the entire country. I also use Dropbox which gives me easy access to scanned material like POHs, W/B, and PTSs for training and checkrides. There are a billion more apps out there. The IPAD is very daylight viewable. I was able to read it sitting on my dock last Saturday with late afternoon sun, also last week in the cockpit, and the battery is reported to last for 10 hours of continuous use. I have yet to see the battery last that long, but a full charge should last a flight.

All that being said, the IPAD could potentially be one more distraction--one that can keep our eyes inside the cockpit instead of outside looking for traffic and flying the airplane. However, used responsibly as a tool to get the charts we need and are dealing with anyway in the cockpit, the IPAD rocks.

Protecting the seaplane from insects

Dirt daubers and wasps are my biggest trouble makers.



http://en.wikipedia.org/wiki/Mud_dauber

http://en.wikipedia.org/wiki/Wasp




Both of these guys can crawl into remarkably small holes and build nests. Tbe dirt daubers are generally harmless except for two things. They look a lot like wasps, which to the uninitiated can cause screaming, and they build nests out of mud and clay. Dirt daubers have just a couple of yellow stripes while wasps will have many yellow stripes down their stingers.




There is an unlimited supply of clay around our lake and there is an almost unlimited number of holes for dirt daubers to sneak into your plane to make a nest. These nests are mostly just heavy, thus reducing your payload. Your best bet for protection is to put steel wool in any large openings and put screen over the smaller ones that you can get to. I do an annual purge of the nests after the spring nesting season.




Wasps make a more paper-like nest. These are light and don't really cause much of an issue, but the wasps themselves CAN cause havoc in the cockpit. Many people have severe or even fatal reactions to a wasp sting, so these guys are not to be trifled with. Prevention using the same method as dealing with dirt daubers is your best bet, and if you get a wasp loose in the cockpit, don't panic, just let your training step in and FLY THE PLANE.

Protecting the seaplane from birds

We have three kinds of critters that attack our plane. We will take them on one at a time.




Birds like planes. They have lots of places to perch. Planes have many orifices in which build nests. Planes are generally tougher for bird predators to get into. Birds are experts at building nests. They pick a spot and they start bringing in materials. In our neck of the woods, pine straw is the chosen building material.




Hangar doors are pretty good at keeping out most birds, assuming that they are closed and attached to a fairly secure hangar. The next best bet is a set of cowl plugs. I purchased a set from Bruce's Custom Covers http://www.aircraftcovers.com/ for less than $100. These are nicely made to fit your plane and generally have your N-Number embroidered into the cover. They even have little idiot flags that stick up beyond the cowling to signal that you should not start the engine with them installed. I imagine the spinner would catch on the string that holds the plugs together and it would rip them out and toss them aside, before they could let the aircooled engine cook itself, but I know of instances where pilots have taken off with the plugs intalled only to cook the engine. So use these during a post flight and don't forget to remove them during the preflight.




I have still had one bird nest problem even when using the plugs. The bird went in through the hole in the bottom of the cowling where the hot air gets out of the engine and the nose wheel would protrude, if I had one. I am very happy with my plugs and I use them religously. My only issue with them now is they matched the old paint scheme and they have the old N-Number on them. I can live with it. The plugs that came with my plane were just cut out pieces of foam that someone drilled a hole in for the rope that tied them together. The vinyl covered plugs are much nicer and neater to work with. Do a thorough preflight. Look for telltale pieces of pine straw around and on the plane. If you find some, investigate thoroughly.

The other problem planes have with birds is the droppings. These are corrosive to aluminum and at best they can stain your paint. I had bird stain all over the wings of my Cub from where the previous owner let this happen and did not clean the droppings off quickly enough. I have not found a solution for fixing the paint. Statues and blow up representations of predatory birds and snakes in the vicinity of your plane will help scare off some of these intruders. If you have droppings on your paint, deal with them immediately. Damage can start in 24 hours.

Sun-N-Fun

My wife and I made our annual pilgrimage to Sun-N-Fun, in Lakeland, Florida last week. This is a fly-in of significant proportions. They were expecting 170,000 aviation enthusiasts. I don't actually know the total for this year. There are literally thousands of airplanes that fly into the event which lasts almost a week. There are airplanes and airplane people as far as the eye can see. The weather was nearly perfect except for a wind that kept blowing our caps off, but kept things nice and cool in the Florida sun. For such a massive event it is amazingly well organized and pleasant. Everything is clean and the people you meet are very friendly. As you can imagine, we all have aviation in common, so the conversation is easy. We always end up running into people we know from home.

There is something for everyone who likes planes. There are warbirds, ultralights, helicopters, antiques (which most of our planes qualify), military, experimental, and of course seaplanes.

On Thursday they have a splash in at Fantasy of Flight about 20 miles northeast of the main fly-in. This really is a treat. There are seaplanes continually landing and taking off from the lake in front of hundreds of seaplane enthusiasts as well as plenty of planes to look at on the beach and amphibians in the field. We could have stayed there all day, but we had to head home to Birmingham.

We left out of Clearwater Airpark in our Piper Twin Comanche, loaded with four people and gear for the 2.5 hour trip home. It was a just about perfect and bump free flight. We even had a little tail wind.

Winter Seaplane Care

I try to be aware of the winter's effect on my plane. I always position the prop after a flight (mags off verified) vertically such that any water will drain from the spinner, rather than letting it freeze in the bottom. I pump my floats after each day's flight to avoid freeze damage. Floats are really expensive to repair.

It is important to allow proper warm- up time for the engine. It is very easy and tempting in a seaplane to take the engine for granted and just hop in, taxi clear of the dock, and blast into the crystal clear sky. This is very bad with cold oil thick as molases. Seals can be blown. Metal can be unprotected. I like to see a reasonable indication on the CHT even before run up..

Owning the Winter Lake

Even in December in Alabama we get days approaching 70 degrees. The wind is mild and the sun is shining, although low in the sky. Boats are off the lake. Leaves are off the trees. Enjoy this time! Our planes get to enjoy the extra performance of the denser air and the smoothness of a wake free lake. Even the water is clearer this time of year. Winter air is drier, so our views are undisturbed for up to a 100 miles at times. I especially enjoy being able to see into the woods through the bare trees, making all kinds of interesting places that are ours to explore once we spot them from the air.

Alabama Winter Seaplane Survival Guide

November 15th: I am still flying in short sleeves. The lake belongs almost exclusively to me. I can land nearly anywhere without boat wakes, and am unlikely to annoy anyone on the lake with my flying contraption. There is still an occassional pontoon boat or bass fisherman, but they are widely spread. The trees are in full color. The air is crystal clear and I can see for 50 miles in any direction. And my sunset flights don't conflict with dinner since the days are so short. Seaplane life is good on Lake Martin.



December 15th: Flying floats for the next few months can be really rewarding without the challenges of other lake users. You must plan a little more carefully for your cross countries. Fuel will be more scarce as fewer marinas are open and since lake levels are down there are fewer and more treacherous places to splash in. More importantly, you should use the extra power afforded by the cooler weather and lower density altitudes to carry the necessities for an unplanned emergency landing.



During the summer months shorts and light clothing are the norm, But in the winter, exposure could be an issue in a very short time. Carrying supplies, a first aid kit, and warm clothing and/or blankets for emergencies is more urgent for any cross-country flight. Chances of quick rescue are good during the summer months on a busy lake, not so on a deserted winter lake. Be safe, be prepared, and enjoy winter float flying.

Frosty Wings

Got frost on your wings? Taxi the plane out into the sun. This will start the melting process. If the temps are above freezing, you can help the air melt the wings by doing some step taxiing out in the sun. This puts more warm air over the wings. Usually you will see the water running off the back of the wings in a jiffy.

Winter Battery Maintenance

We depend on lots of batteries when we fly. First in importance is the airplane battery. It is critical in the winter months to keep all fluid at the proper levels, and that it's kept charged and as warm as possible. A quality trickle charger can mean the difference between a long, cold preflight concluding with a failed start, and a long, cold preflight followed by a wonderful winter flight.


Pilot accessories such as portable GPSs, ANR headsets, handheld VHF radios, and flashlights are particularly susceptible to the cold winter nights. I take all of my battery powered pilot toys into the house at night, rather than leave them in the plane or even in the car trunk. Batteries drain fast when they have to light up frozen components. As a side benefit, you are removing an incentive for someone to pry open your airplane door to steal your goodies. So take care of your batteries and keep 'em warm.

Fall Seaplane Flying in Alabama

This is really the best flying of the year. We can at last enjoy wake free lakes and relatively long days. Gone is much of the bumpiness and intense heat of summer afternoons. Our weather becomes consistent for days on end, for better or worse. From the air, the changing trees create unique patterns on the landscape as they explode into color.

Fall pilots enjoy the added bonus of actually getting more of the rated horsepower from the engine—pretty exciting after enduring high density altitudes all summer.This is also the time of year to get night current again (in your land plane), as well as getting comfortable with windier days following fronts. With the season's new flying pleasures, however, comes the need for alertness to different kinds of seasonal water hazards.

As lake levels fall (typical for this time of year), the risks of boat traffic are replaced with those from unmarked shallow areas. The receding water reveals new spots which were not marked with bouys during summer's higher water levels. Be sure to do a good flying survey of your prospective landing area before committing your floats to risk. The truly shallow areas can often be seen from a low pass. It's harder to see submerged logs and pilings, so be extra observant.

As days get cooler and the water gets calmer, it's really tempting to just fire up the engine and blast off. Be sure to taxi around long enough to allow the engine and oil to warm up to a reasonable operating temperature. Once in the air, enjoy the clear days and beauty of our great country. Most of all, appreciate the privilege and freedom of flight.

Things to do with a seaplane

We bought our seaplane in 1997. We had owned the lake house for five or six years by then, and I had spent lots of time growing up on that lake at my father's cabin. Once we got the plane it was really liberating. There was so much to explore and do.

Lake Martin has 750 miles of shoreline and there are lakes above and below it that are not accessible by boat, and impractical in a car. I originally envisioned taking the seadoo or the fishing boat on a trailer to these other lakes, but this never happened because of the effort involved.

Boats are generally so slow and expensive to operate from a fuel standpoint that getting very far on the lake is just not practical. Even a seadoo which you would think would be fast and efficient can only go about 50 mph for any length of time all the while burning 10 or more gallons per hour. The plane burns 8 gallons per hour while cruising easily at 100 mph. The very nature of the plane is to go far fast. You do miss some of the local scenery on the way, but there is so much other scenery you get from the plane view that you never see from the boat.

I was noticing yesterday all of the azaleas that are blooming in the middle of the woods. Unless you are a pilot flying low you would miss it. A whole world opened up to me and my family when we added the plane. My daughter and I go exploring on many weekends. We almost always get comments about how cool the plane is and we have seem way more of the lake in the last few years than I explored in the 30 years prior to having the seaplane.

We also use the plane to go and visit friends and until recently our old family lake house. We take the plane to lunch and dinner on the lake. A stir is caused when the plane pulls up. It is always a positive reaction. I will let people sit in the plane if they show interest. I love to encourage aviation interest and we do it wherever we go. We are very careful not to intimidate or annoy anyone with our activities, and it does take being careful. So we use it as a way to explore and a way to get to dinner.

I often take it to the lakeside country club for golf. We even use it to go pick up pizzas. The local Domino's will not deliver to our lake house because of the distance, but they will deliver to the local marina where I can fly in with the plane. The pizza guy really gets a kick out of delivering to a plane. Part of what makes our plane so practical is that it lives at our dock full time. I think it actually helps the property values.

Protecting the seaplane from wind and storms.

Our seaplane has no wheels and we have no water access to a hangar as yet. I dream of building a hangar on our lake lot, but most of my dreams like this are just not practical. I would probably spend fifty to a hundred thousand dollars to protect a fifty thousand dollar airplane. Whatever I build to protect the plane cannot reduce its utility by making it tougher to get it into the water and flying.


When I originally bought the plane it lived out of the water on a pontoon boat trailer. This got the plane out of the water, but left it vulnerable to trees, wind, and limbs. It also put the plane really high off the ground making it tough to tie down and tougher to preflight and fuel. The real clincher, though, was how tough it was to get onto the trailer in a high wind situation. Storms come up pretty darn quickly in Alabama. Usually the first indication is the gust front, and by the time that gets to us, we are already in trouble for threading the needle to put the plane on the trailer. It sits best on the trailer with the tail towards the trailer tongue, so that means a turn around on the water as well. I never had any issues or damage while doing these manuevers, although I personally got wet a few times. It became clear to me that I needed to keep the plane closer to the water and better tied down.


I built a U shaped dock to hold the plane which gave me multiple points to tie it up and tie it down. I then built a ramp in the middle of the slip and attached a winch and cables to lift the ramp/platform and the plane out of the water. This whole deal cost me a couple of weekends and about $2,000 including the wood, floatation foam and the winch. I was very proud of my engineering feat when I finished. This dock has provided me and the plane with years of protection and support. It has held up through several hurricanes and countless storms and boat wakes.


I am about to need a new winch, and my cabling corrodes and gives out every two or three years. The dock provides a great place to work on, fuel, and preflight the plane, and it has multiple points for tie downs. The support platform keeps the floats mostly out of the water and it keeps them stationary to the dock. When docking the plane, the platform acts like a ramp and keeps the floats from bashing into the back of the dock. The dock also weighs enough to hold the plane down during a storm, so it is secure at the dock. I can relax a little more when I hear about storms heading for Lake Martin. I still worry but just not quite as much. I still wish for a hangar.

Protecting the seaplane from the Alabama sun

The Alabama sun can be brutal. We have temperatures into the 100s sometimes for days from July through September. It is not a dry heat like Phoenix. This is a wet and sticky heat. Our plexiglass windows deteriorate in the sun. The UV rays break down the polymers and make the glass cloudy and eventually the plastic will craze and look almost shattered.




Our avionics and our bodies don't care much for heat either. UV rays also attack our upholstery and interior plastics. I use a cabin cover which I bought from Bruce's Custom Covers at http://www.aircraftcovers.com.%20these/ are very durable and easy to put on and take off. I have tried other brands which can be cheaper, but they were not as sturdy and they fell apart after just a few years.




The covers protect all of the glass in the plane as well as reducing the internal temperatures. I suspect it even helps prevent hail damage to the windows by providing a barrier. I have one of these covers for the Twin Comanche as well ,and when I have to park the plane outside for even a few hours, I install the cover to keep the plane from getting too hot during the warm months. I still wish for a hangar, but at $350-$400 vs $50,000 for a hangar, as well as easy on and off, the cover just has too many plusses.

Glider Clubs

One of the really amazing things about glider flying is that it is a group endeavour. If a tow plane is involved then there are at least two people required to launch. Optimally there is also a wing walker to lift the wing while the tow plane gets us going. There are self launch gliders, but part of the ambiance of gliding is being with the other pilots and telling stories. I belong to the Sylacauga Soaring Society glider club. The club operates several gliders and a Piper Pawnee tow plane. Every weekend there are at least a few guys from the club lurking around the airport. If the weather is bad then they will be working on their planes or just hangar flying. If the weather is good then they will hang out by the launch area on the field. If there is a glider to fetch or launch then they will help. There are cookouts and other more social events as well. Bob Hey is one of the founders of the club and he is the make it happen guy. He is nearly always on the field on the weekends. He sends a recap of the past day's/weekend's activities even if not much happened, and he generally facilitates the activities. Most of all Bob makes everyone feel welcome to the group. I feel that I am really fortunate to have become a part of this group and to have the privilege of flying with these guys. http://www.sylacaugasoaring.com/ You can contact me or Bob to arrange a demo flight.

Seaplane Passenger Briefing

Many of my first-time passengers are nervous about flying in a small plane—add that to the stress of flying in a seaplane. This is usually exacerbated during the pre-flight briefing when I mention the unlikely chance that we could be involved in an accident on the water; but it's also an opportunity to ease that tension with practical information and to mention seaplanes' excellent record in off-airport landings.

The briefing should cover the necessary topics while emphasizing the safety benefits of seaplane flying. On the positive side, seaplanes have several distinct safety advantages over land planes. To begin with, on Lake Martin we have about a 22 mile long runway ahead and 44,000 acres of runway below us almost the entire flight.

We have the option of landing on water or land without serious danger. Because the floats have very strong keels, seaplanes can be landed on grass safely without damage, or even on a concrete runway if necessary with minimal risk to the plane or occupants. All of that stucture below and in front of the passenger compartment helps to keep the plane upright.

Seaplanes fuselages also have structural enhancements to withstand the rigors of the water. The floats provide extra strength in front of and below the cockpit, which protects the occupants in the event of a landing accident.

The most serious issue in an accident is getting out of a sinking airplane. This is why pre-flight briefing is crucial. Passengers must be prepared for that unlikely event—they must be shown how to find and release seat belts, door, and window latches while upside-down, and the should feel free to kick out anything needed for egress. Finally they must know how and when to inflate life jackets.

The life jacket and the briefing—knowing what do and when in an emergency— should actually be a comfort to the wary first-time passenger, giving him/her a sense of security in the face of a new and exciting experience. Our life jackets are CO2 powered, but they must be manually activated and they must be worn. A life jacket in the back of the plane is of little use to someone who might be injured or cannot get access to the plane. At best it is a stressful activity to find the life jacket and actually put it on in the water.

I also like to include the standard type items in a briefing. How to use the seat belts. When the quiet times are. Too many pilots don't let their passengers know that there are times when a sterile and quiet cockpit are important. It won't do to have to tell this passenger to be quiet when you actually need to be concentrating on the task at hand.

Just be sure that you give your passengers a complete and rehersed briefing. You will look professional and make them feel more comfortable

Mooring Strategies

Never assume your airplane is going to stay exactly where you put it while it's on the water. My plane is fairly secure at its specially built seaplane dock, which raises it out of the water and provides multiple solid tie downs. If it's anywhere else, I am never really at ease.
Strange docks are probably the worst. You never know how well anchored their cleats are going to be, or how rough the structure of the dock will be on the floats (be wary of objects below the surface that can jab at the sides of the floats). I am also nervous about other (especially pontoon type) boats that have roofs that can hit my wings. Boaters are not accustomed to other boats having a 12 foot overhang out to the sides. So I worry about these roofs denting my wings, ailerons, flaps etc.

Beaching is another matter. If the wind is blowing directly into the beach, you are in better shape but otherwise you need to check on the plane all the time. I had one instance this summer when I went back to the plane, and a pontoon boat was in the place I had beached my plane, and the boat was using my rope still tied to the tree that I had tied off to! My plane was nearby but loose, and fortunately the wind was keeping it at the beach. I can't imagine doing this to another boat. When we take the plane to lunch dinner in the plane, I usually check on it every 15-20 minutes.

During the drought of 2007, I had to leave the plane at the beach for nearly 8 months, while the water kept going down and then while the water came back up. I had to move the plane every 2-3 days. As the water was going down, I had to move the plane out deeper to keep it from being stuck for the rest of the season on the beach. I would keep one line on the tail cleat and one on each wing tie down attached to a large auger type tie down screw. When the water was coming up. the danger is with the tie downs over stressing the wings by pulling down while the floats are pushing up. The other fear is that the plane will pull the screws out of the ground and thus be free to float away. This up and down issue can also be an issue in coastal regions where the tide may change several feet in the coarse of a day. A floating dock or constant attention are really the only options.

The seaplane base at Oshkosh uses bouys achored to the lake bottom. A line is tied to the front of each pontoon and the planes are allowed to rotate into the wind. This assumes a pretty protected area, a secure bouy and that your floats don't leak too much.

The best sollution is to get the plane out of the water, but that is not always possible or convenient.