A PILOTS ASSOCIATION PUBLICATION • NO. 241 • $3.95 SEP/OCT 2020 MES in the AirCam

How to Think About Amphibs

Seaplane See and Avoid

16 CFI-SEA

September / October 2020 • No. 241

FEATURES Multiengine Sea Training in theAirCam COLLISION AVOIDANCE By Mark Twombly

AIRCAM MEL TRAINING Motivated by a long-held desire to earn the 20 20MES rating and having heard so much about the AirCam’s performance and extreme fun factor, the author thought going for a rating that few pilots possess in that big dragonfly of a seaplane just seemed the right thing to do.

The Amphib Pilot’s Survival Instinct By Burke Mees UNUSUALNESS If using the checklist isn’t enough to avoid land- 30ing on the water with the extended, AMPHIB SAFETY what more do we have to do to protect ourselves 30 from this mistake? To start with, we can make the checklist more effective by doing it at a specific time and in a specific manner. .

DEPARTMENTS

2 Exec. Director’s Message THINK SEAPLANE, NOT WHEELPLANE 4 SPA in Action Member Meeting

6 Directory Updates SPLASH-IN, 9 SPA Field Directors Listing 38 10 Mailbag So Long, Blue! 12 Briefs Surfside Celebrates 16 CFI - Sea Tragedy over the Lake 38 Splash-in Marion Lake 40 Calendar Complete Schedule 44 Snapshots Back from the Hunt

MARION LAKE COVER: AirCam in close formation with photographer’s boat on Lake Jackson in Sebring, . Photo by Brad Fuller. . C ONTENTS Executive Director's Message

To say this has been a challenging year, our team to pick up where Christie full of turmoil for most, would be an left off. Also, the Australian SPA has a understatement. new president, a great mate and friend, However, I never lose my admira- David Geers. 3859 Laird Blvd. tion for the resilience of our seaplane I am so pleased with this issue of Lakeland, FL 33811 community. I continue to hear inspiring Water Flying. Mark Twombly has joined Toll-free: 888/SPA-8923 Voice: 863/701-7979; Fax: 863/701-7588 stories of our members taking people the ranks of a mere 3,000 or so multien- steve@.org for their first seaplane flights, witness- gine seaplane pilots, and as you see on www.seaplanepilotsassociation.org ing competitive seaplane manufacturing the beautiful cover photo shot by Brad Tcompanies unite with SPA to address Fuller, Mark has chronicled his MES SEAPLANE PILOTS ASSOCIATION seaplane safety issues, and having vol- training experience for our cover story. OFFICERS unteers such as Mark Wrasse step up Also in this issue Burke Mees has EXEC. DIRECTOR Steven McCaughey to aggressively improve the updating of revisited the all-important topic of “The CHAIRMAN Phil Lockwood the Water Landing Directory. Thank Amphib Pilot’s Survival Instinct”—a PRESIDENT Harry Shannon VICE PRESIDENT Chuck Wiplinger you all. You are an inspiration. highly relevant subject given the recent TREASURER/SECY John Pratt Given the continuing situation rash of gear-down water landing inci- dents that have afflicted the community. BOARD MEMBERS Burke offers some interesting strategies John Drury on how pilots of amphibious seaplanes John Gowey can avoid a very unhappy arrival on Steve Guetter the water. It begins with the very way John Lites Leenhouts we think about amphibious seaplanes: Edward McNeil are they primarily wheelplanes, or Steve Ratzlaff seaplanes? The distinction is critically Matt Sigfrinius Stephen Williams important, as Burke explains. The annual SPA Member Meeting is SEAPLANE PILOTS an event I look forward to each year. It FOUNDATION OFFICERS brings together members, SPA board CHAIRMAN Phil Lockwood members, and staff to review the state PRESIDENT Stephen Williams of the association and look ahead at TREASURER Harry Shannon opportunities to enjoy, promote and BOARD MEMBER Gordon Richardson grow seaplane flying. The 2020 Member SPECIAL ADVISORS Meeting is set for November 7 but, Robert Murray with the coronavirus, I had to make a regrettably, it will be held virtually rath- David Quam gut-wrenching decision to cancel my er than the traditional in-person format. PUBLISHER Steven McCaughey appearance at the Minnesota Seaplane No surprise, the pandemic is responsible EDITOR Mark Twombly Safety Seminar. My deepest apologies for this decision. We have to provide ART DIRECTOR Susie Holly to Steve Guetter and everyone at the formal notice of the annual meeting AD SALES Peter Christie Minnesota Seaplane Pilots Association, far in advance, and it is just not pos- MEMBERSHIP MGR. Ann Gaines which hosts the annual event. We have sible to predict that by early November ASS T. TO DIRECTOR Abbie Kellett a very small team of staff members at recommended restrictions on public Copyright © 2020 Seaplane Pilots Association. All SPA headquarters in Winter Haven, gatherings will have eased. Safety is rights reserved. Water Flying (ISSN:0733-1754) is Florida, and simply cannot afford to primary in aviation, and it should be in published bimonthly (January/February; March/ have any one of us fall ill or be forced our personal lives as well. Safety dictates April; May/June; July/August; September/Octo- to quarantine. Now just is not the time that we make these decisions on ber; November/December) by the Seaplane Pilots for me to be involved in a significant attending and hosting seaplane events. Association, 3859 Laird Blvd., Lakeland, FL 33811. Periodicals postage paid at Lakeland, Florida and gathering. We very much look forward to resum- additional mailing offices. Postmaster: Send ad- So much news… Peter Christie has ing normal activities in the near future. dress changes to Water Flying magazine, 3859 finished the long, laborious task of scan- Until next time be well, be safe and Laird Blvd., Lakeland, FL 33811. Membership fees ning the entire catalog of Water Flying keep flying, my friends. for the Seaplane Pilots Association are $59 a year, magazines and we are in the process of of which $25 is for annual subscription to Water Flying. Send all manuscripts to Editor, Water uploading all 239 issues to the new SPA Flying magazine, 3859 Laird Blvd., Lakeland, FL website. Christie Kenyon has departed 33811. Reasonable care will be taken in handling the staff to pursue new horizons outside scripts, but the magazine assumes no responsi- of aviation, and Abbie Kellett has joined bility for material submitted. Water Flying magazine is accepting articles and photos for publication!

Technical articles especially welcome. Email [email protected] 2 Water Flying September/October 2020 July/August 2010 Water Flying 3 SPA in Action

School, an instructor at the U.S. Naval in the Piper PA-12, Cessna 172, Maule ANNUAL MEMBER Test Pilot School, and has flown more M7, Republic RC-3 Seabee, Canadair than 3,800 mishap-free hours in more 415, Albatross, and the MEETING than 100 different . ShinMaywa US-2. His civilian flight Having earned his single-engine sea instruction expertise is in tailwheel and The 2020 Seaplane Pilots Association certificate in 2018, he jumped right in to seaplanes and he enjoys sharing the Annual Member Meeting will be held create a small business to share his pas- of flight with others. November 7 at 1:00 pm EST/10:00 am sion with others and to restart seaplane DeBons can be contacted at 301- PST. In consideration of recommended operations around the Chesapeake Bay. 957-7930, email somdseaplanes@ restrictions on public gatherings due His seaplane flying incudes experience gmail.com. ■ to the COVID-19 pandemic, the meet- ing will be held electronically. (See GoToMeeting information below.) The annual member meeting will MARYLAND SEAPLANE FLYING include a review of the state of the association and major accomplishments By Jeremy DeBons, usable inland bodies of water, all of including the office move to Winter SPA Maryland Field Director which require permission from the con- Haven, a major overhaul of the SPA trolling agency or political subdivision. website, creation of a digital library and All state-controlled waters in Maryland All state-controlled waters including the impact of the pandemic on the sea- including the Chesapeake Bay and its the Chesapeake Bay and its navigable plane community, among other issues. navigable tributaries are open to sea- tributaries are open to seaplane takeoffs The review also will cover association plane takeoffs and landings with very and landings with very few exceptions. advocacy initiatives including formation few exceptions. Those are located near narrow channels of a new safety group and continuing Maryland has a rich history in sea- and busy marinas; the specifics can be efforts to mitigate the effects of inva- planes, ranging from the Glenn L. found by searching for the latest Code of sive species on seaplane access to pub- Martin factory at Middle River to the Maryland Regulations (COMAR) appli- lic waters. Membership and financial extensive flight test operations at Naval cable to aviation. reports will be presented, and member Air Station Patuxent River’s three sea- Current seaplane activity is limited as feedback on SPA’s performance over the plane basins. Maryland generally is the water is brackish until you are north last year will be solicited. ■ considered seaplane friendly, but with of the U.S. Highway 50 Bay Bridge, constraints that one would expect with with salinity levels varying during the 2020 Seaplane Pilots high population density and busy com- year. At Pt. Lookout on the southern tip Association Member Meeting mercial waterways. The state has few of Maryland on the western shore, the

Saturday, Nov 7, 2020 1 - 2:30 pm (EST)

Please join meeting from your computer, tablet or smartphone: • https://global.gotomeeting.com/join/214447949 • You can also dial in using your phone: 312-757- 3121; Access Code: 214-447-949

NEW MARYLAND FIELD DIRECTOR

Jeremy DeBons has been named SPA’s Maryland Field Director. DeBons is the founder of Southern Maryland Seaplanes (www.somdseaplanes.com), a part-time flight training and sightseeing operation based at Wingfield Seaplane Base (MD01) in Dameron, Maryland. He is an active-duty Naval Aviator hav- ing completed two operational tours in the F/A-18 Hornet and Super Hornet, Jeremy DeBons operates a seaplane business in Dameron, Maryland, near a graduate of the French Test Pilot where the Potomac River empties into the Chesapeake Bay.

4 Water Flying September/October 2020 SPA in Action salinity levels range from 8-12 parts per Don’t let 2020 be the gap year thousand throughout the year. in your SPA AirVenture Corn Several restricted areas including the Roast mug collection. Wipaire Washington DC SFRA, three Class B is offering its traditional airports and charted wildlife refuges can Corn Roast 15-oz glass beer make the airspace seem daunting and mug in special Wipaire 60th prohibitive. But with proper preflight Anniversary 2020 COVID liv- planning and a call to the sector approach ery. All proceeds from the sale controller, you will find you can fly and of this limited-edition mug will splash around quite a bit. Water land- benefit SPA. The mug is priced at ings are permitted inside the DC SFRA’s 2020 CORN ROAST MUGS $15 and shipping is free. To order see https://www.lakeandair.com.

All state-controlled waters in Maryland including the Chesapeake Bay and its navigable tributaries are open to seaplane takeoffs and land- ings with very few exceptions. outer ring, but seaplane operations are explicitly prohibited inside the Flight Restricted Zone within 10 miles of DCA. From time to time there has been talk of establishing commercial seaplane service to the Washington DC metro area, but the Seaplane Pilots Association is cau- tious about this from a security threat perspective and the potential for even the perception of a threat, which would have the potential to show seaplanes in a very negative light. The state has limited seaplane-friendly shore facilities and any stops require care- ful planning. There are no commercial seaplane bases, although 100LL fuel is available at Wingfield (MD01) and Essex Skypark (W48) with prior coordination. Most marinas have ethanol-free gas but may not have suitable parking available near the pumps. Most shorelines near res- taurants and marinas are constructed with large rocks to prevent erosion or have tall pilings on the fixed piers. If you find suit- able sites for seaplanes, please update the Water Landing Directory and contact me at [email protected]. Have fun exploring! ■

September/October 2020 Water Flying 5 SPA in Action

LISTING TYPE STATE WATER INFORMATION Update Lake AZ Alamo Lake Updated acres WATER LANDING Update Lake AZ Apache Lake Update contact, acres Update Lake AZ Bartlett Reservoir Updated status, notes DIRECTORY UPDATE New Lake AZ Long Lake New listing New Lake AZ Lyman Lake New listing A prime benefit of membership in the Seaplane Pilots Association New Lake AZ San Carlos Reservoir New listing is access to the Water Landing New Resort AZ Fishers Landing New resort listing Directory, a mobile-device applica- New Lake CA Coyote Lake New closed listing tion that is the only comprehensive New Lake CA Anderson Lake New closed listing source of information about the Update SPB CO Lake Meredith Phone, ID, notes status of seaplane operations on water bodies across the country, Update Flight school CT Updated address/type and seaplane base information. New Lake FL Spring Garden Lake New listing SPA has agreed to work with New Restaurant FL Spring Garden Lake New restaurant listing all states to obtain information on New Lake GA Chatuge New lake, destination aquatic invasive species (AIS) and New Lake GA Lake Nokomis New open listing publish the information in the Water Landing Directory (WLD). New New Lake GA Allatoona Lake New open listing updates to the WLD will be pub- New Destination GA Holiday Harbor New resort listing lished in each issue of Water Flying, New Destination GA Lake Allatoona Inn New B&B with a special emphasis on AIS Update SPB ID Lake Pend Phone # This issue we present a collec- Update River ID Oreille River Coordinates tion of updates to the Directory compiled by Mark Wrasse, SPA’s Delete Destination ID Trinity City Beach Bird Museum moved Wisconsin Field Director. The table Update Lake ID Redfish Lake Change to open to the left shows the type of list- New Lake ID Little Redfish Lake New restricted lake ing affected—seaplane base (SPB), New Flight school ID Genavco Air New school listing lake river, etc; whether it is a new New Lake ME West Grand Lake New open listing or updated listing; state; body of water; and the information that has New Lodge ME Leens Lodge New lodge been added to the Water Landing New Lake MI Plum Lake New Listing Directory. New Lake NY Sodus Bay LK Ontario New lake New Destination NY Pleasant Beach New resort Update Lake OH East Sandusky Bay Permits not req. New Destination TN Watts Bar Lake New details 2021 SEAPLANE New Destination TN Nickajack New information CALENDAR New Lake WA Lake Sawyer New open listing Update Lake WA Ross Lake Updated contact info The Seaplane Pilots Association is putting together its 2021 Seaplane Update SPB WI Winnebago 96WI Calendar, and we’d like to feature sea- New Lake WI Ottawa Lake Closed sonal seaplane pictures from through- Update Lake WI Pleasant Lake Closed out the U.S. and worldwide. If you have New Lake WI Winnebago Open photos that you would like to be consid- Update Harbor WI Neenah Harbor Coor. & phone ered for the SPA Calendar, please let us Update Flowage WI Cox Hollow Lake Closed per DNR know. Anything seaplane related, whether Update Lake WI Devils Closed per DNR it’s an aerial or water shot will be con- Update Lake WI Mauthe Lake Closed per DNR sidered. Multiple or single seaplanes in Update Lake WI Big Cedar Closed the photo or perhaps people, pets, or Update Lake WI Amy Bell Lake Closed scenery in the background are a plus. New Lake WI Mami New listing We also are looking for unique angles on the aircraft. New Resort WI Bents New Please indicate what type of aircraft is New Restaurant WI Bootleggers New listing in the photo as well as the location, time New Lake WI Plum Lake Open with restrictions of year, and event (if applicable). We also Update Lake WY Lake De Smet Updated lake info need the name of the person who took

6 Water Flying September/October 2020 SPA in Action

As with the 2020 SPA Calendar, the 2021 edition will feature photos submitted by members. the photo and type of floats, if known. and also undertake special projects for Please understand that we will not be NEW SPA STAFFER Executive Director Steve McCaughey. able to use every photo submitted, so be After graduating from the University sure to send us your best, sharpest, most Abbie Kellett has joined the SPA team of West Florida, Abbie flew Cessna colorful and highest-resolution photo at its Winter Haven, Florida, head- Caravans in the northeast as a first offi- for consideration. quarters. She replaces Christie Kenyon, cer for Shoreline Aviation. “I knew that Email photos to Ann Gaines at anng@ who is pursuing other opportunities in my passion for seaplanes was something seaplanes.org. The deadline for entries is California where she resides. Abbie will I wanted to share, so I became a flight October 15, 2020. ■ assist Membership Manager Ann Gaines instructor,” she said. Most recently she

September/October 2020 Water Flying 7 SPA in Action has been instructing at Jack Brown's Seaplane Base in Winter Haven, where she will continue on a part-time basis. “There is so much enthusiasm surround- ing seaplanes, and I’m elated to have the opportunity to promote this special type of flying,” she commented. ■ AUSTRALIAN SPA HAS NEW LEADER

Despite a relatively small population Abbie Kellett flew Caravans before becoming of around 25 million people occupy- a seaplane instructor at Brown’s Seaplane Base. ing a land mass roughly the size of the United States, the Australian Seaplane Pilots Association (SPAA) ranks as one of the largest seaplane organizations Geers to become involved with the SPAA splash-in throughout the year culminat- in the world. The association recently committee for the last 10 years. His two- ing in a biannual conference. The next named David Geers as its new president. month circumnavigation of ’s one is set for April 29-May 2, 2021 in the Seaplanes have enjoyed a long his- coastline in 2014 with five other seaplanes Whitsundays on the Great Barrier Reef. tory in Australia. The first seaplane was an adventure of a lifetime. Also on the planning board for 2024 flew off the country’s waters in 1914. The SPAA has 170 paid-up members is a circumnavigation of Australia to cel- In 1938 Qantas airlines helped estab- and another 304 social members. The ebrate the 100th anniversary of the first lish Australia’s first international air- association faces the same challenges as seaplane to accomplish that feat. It would port—the seaplane base at Rose Bay the U.S. SPA, and high on the list of be great if we could get some of our in Sydney, where they operated Short priorities for the new committee is pro- American friends to come over and cel- Empire flying boats. In World War II tecting water landing privileges, which ebrate this seaplane adventure with us, so PBY Catalinas operated from RAAF has been a battle over the last few years. pencil April 2024 into your diary to visit Rathmines, the largest base SPA and SPAA have enjoyed a growing Australia and join this exciting event. in the South Pacific. Today seaplanes are relationship for the past 10 years, and Should you be planning a trip to used for recreation, tourism, scheduled SPA is committed to assisting SPAA in Australia, please don’t hesitate to visit the service, commercial applications and fire its advocacy efforts and helping to grow SPAA website at https://www.seaplanes. suppression throughout the country. their community. org.au and reach out to them as they love A passion for seaplanes led David The Association organizes several entertaining fellow seaplaners. ■

David Geers is the new President of the Australian Seaplane Pilots Associaiton

8 Water Flying September/October 2020 SPA Field Direcors

Have a question about a waterway or some other seaplane issue specific to your area? Ask your SPA Field Director! STATE NAME E-MAIL PHONE Alabama / Georgia Troy E. Wheeler, Jr. [email protected] (404) 702-7766 Alaska John Pratt, Jr. [email protected] (907) 274-2990 Arizona Tod V. Dickey [email protected] (602) 525-5916 Arkansas Maj Gen (ret) Craig Gourley [email protected] (817) 798-2518 Arkansas / Louisiana Lyle Panepinto [email protected] (504) 394-5633 California Jim McCloud [email protected] (408) 375-8935 California Steven Price [email protected] (415) 850-5200 California / Nevada / Utah Walter B. Windus [email protected] (408) 255-1917 Colorado Ray Hawkins [email protected] Colorado (Southeast) Cade Sallee [email protected] (719) 251-3921 Colorado (Northeast) Darrel Dilley [email protected] (970) 590-6426 Colorado (Southwest) Bruce Bishop [email protected] (970) 764-0096 Colorado (Northwest) Jason Krueger [email protected] (970) 759-0955 Colorado (South Metro) Carl Mattson [email protected] (303) 884-5884 Colorado / New Mexico / Wyoming David Nagler [email protected] (505) 989-7211 Florida Jon Brown [email protected] (863) 956-2243 Central Florida David Hensch [email protected] (386) 248-2010 South Florida Rob Ceravolo [email protected] (800) 767-0897 Florida/Missouri Chris Hinote [email protected] (340) 514-1680 Florida/Missouri Mike Bailey [email protected] (314) 249-6680 Idaho Mike Kincaid [email protected] (208) 661-1588 Illinois/Wisconsin Tom Hickson [email protected] (815) 222-9209 Indiana Randy Strebig [email protected] (260) 424-5371 Kentucky Brad Fenster [email protected] (859) 351-9293 Louisiana /Texas David Lewis [email protected] (318) 880-7787 Maine Stephen Williams [email protected] (207) 350-2120 Maine Dave Latham [email protected] (207) 446-6286 Maryland Jeremy DeBons [email protected] (301) 957-7930 Massachusetts Rob Valleau [email protected] (978) 835-4004 Michigan Brian Van Wagnen [email protected] (517) 764-4193 Minnesota Mary Alverson [email protected] (612) 240-0123 Minnesota Steven Guetter [email protected] (952) 484-9457 Minnesota Randy Schoephoerster [email protected] (952) 594-1184 Missouri Chris Hinote [email protected] (340) 514-1680 Montana Peter Gross [email protected] (406) 270-0910 Montana Stephan Robinson [email protected] (406) 581-9702 Nebraska Jessy Panzer [email protected] (719) 210-4397 Nevada/California Robert Lober [email protected] (775) 843-7908 New Hampshire Ken Costa [email protected] (603) 630-0076 New Jersey Trevor Forde [email protected] (646) 430-0628 New Jersey Larry Higgins [email protected] (908) 337-1164 New Jersey Vincent Pipitone [email protected] (973) 985-9003 New York Cameron Dunlap [email protected] (607) 936-2200 New York Steve Kent [email protected] (914) 202-5506 New York Christopher Wall [email protected] (585) 653-8521 North and South Carolina / Virginia Ed “ET” Tello [email protected] (704) 491-3152 North and South Dakota Jeff Faught [email protected] (701) 250-8081 Ohio Jim Priest [email protected] (216) 390-3942 Oklahoma Steve Robinson [email protected] (918) 289-3940 Oregon Ronald Ems [email protected] (971) 340-3993 Oregon Cliff Gerber [email protected] (503) 313-0840 Pennsylvania Don Williams [email protected] (814) 397-7974 Pennsylvania Robert Stuckert [email protected] (724) 887-8197 Tennessee Bill Rucinski [email protected] (615) 308-7274 Texas Gordon B. Richardson II [email protected] (713) 821-1700 Texas / Oklahoma Herbert K. Hagler [email protected] (214) 566-4476 Texas Michael Eiras [email protected] (512) 739-0794 Vermont Douglas W. Smith [email protected] (802) 324-5464 Virginia Steve Harris [email protected] (301) 606-0723 Washington Karen Stemwell [email protected] (206) 232-1644 Wisconsin Mark Wrasse [email protected] (920) 203-9099 Wyoming JT Grainger [email protected] (307) 365-2626 Bahamas Nick Veltre [email protected] (800) 767-0897 Canada Bill Gillespie [email protected] (807) 475-5600 Canada Doug Ronan [email protected] (705) 327-4730 Mexico Carlos Gottried [email protected] 52 55-43492400 France Derry Gregoire [email protected] 33607541172 Italy Cesare Baj [email protected]

September/October 2020 Water Flying 9 Mailbag

91.119. It sets out that the mini- SO LONG, BLUE! mum safe altitudes apply at all times except when taking off and That is a great story about the landing. Searey. (“So Long Blue!” July/ (a) Anywhere. Yes, there is a August 2020, Water Flying, page period. And it sets out that any- 36.) I’m glad you and Steve got to where a seaplane flies it must fly get experience in it. Wow, 40 hours at an altitude allowing a landing round trip to Oshkosh. I used to without undue hazard. That may think 12 hours round trip to the be six inches up over a lake and it seaplane base from Piqua, Ohio, may be 20,000 feet over mountains was a long haul in my Zenith where there are no decent spots to CH-701 on amphibian floats. If land. 91.119(a) only applies to alti- a person reads your story closely tude above the surface. there are words of wisdom in there about First and foremost, the first sentence (c) is the big one—while it starts out light-weight, light wing-loaded aircraft. starts with "EXCEPT" which negates talking about minimum altitude, it goes They are great fun but there is a learn- everything below that sentence. When on to state that "the aircraft may not be ing curve and a different set of go/no a seaplane is taking off or landing, there operated closer than 500 feet to any per- go weather decisions to make than with is no restriction against lateral or height son, vessel, vehicle or structure." That is larger airplanes. The same as a CH-701. as it relates to persons, vessel, vehicle, or one of the challenges with the FARs, the Larry Zetterlind structure. title of a section may not include every- Then we come to "a." which begins thing that is addressed in a section and "Anywhere.". Notice the period behind not reading all of the language in a sec- 500-FOOT RESPECT anywhere. As long as a seaplane can tion has brought a lot of pilots to grief. make a safe landing, it has no restric- While most of 91.119 talks about height The article that appeared in Water tions. above the surface, a portion establishes Flying about staying 500 feet away from This entire section relates to land a minimum distance from man-made persons or things is inaccurate and does planes. If you have the time and we things and humans. Each boat in a lake not match the rules of Part 91, Section actually have the LakeFest this year, I exists in a 500-foot radius, 3-D bubble 119 Minimum safe altitudes. (See “500 am presenting two PowerPoints con- that cannot be legally penetrated by Feet and a Little Respect,” May/June cerning the heavy-handed illegal tactics any type of aircraft except , 2020, page 10.) I may be missing some- of the FAA into grouping us with land powered parachutes and weight-shift thing, but I think the FAA is hoodwink- planes as this section applies to us. aircraft—unless the aircraft is taking off ing us into believing their nonsense. You Dave Walter, [email protected] or landing. may correct me if I am wrong, but the The heavy-handed enforcement tac- FAA tried twice to bust me for this. Rick Durden, an aviation attorney and tics of the FAA pretty much went away the author of “500 Feet and a Little with the introduction of "Compliance 91.119 Minimum safe altitudes: General. Respect,” responds: Philosophy" a few years back. The FAA Except when necessary for takeoff or has taken the approach that pilots who landing, no person may operate an air- Part 91 applies to all aircraft operations inadvertently violate a reg— admit it craft below the following altitudes: from balloons to seaplanes—with lim- and show evidence that they want to (a) Anywhere. An altitude allowing, if ited exceptions for helicopters, powered comply—will be counseled and maybe a power unit fails, an emergency land- parachutes and weight-shift aircraft. have to take some dual instruction rath- ing without undue hazard to persons or There is no exceptional language saying er than being hit with a violation. CP property on the surface. that 91.119 does not apply to seaplanes. has worked. The number of violation (b) Over congested areas. Over any Because it specifically gives exceptions actions against pilots has dropped off congested area of a city, town, or settle- for some types of aircraft, if there were like a book off of a table. I used to get ment, or over any open-air assembly of an exception for seaplanes, it would about one call a month from a pilot fac- persons, an altitude of 1,000 feet above be listed. If there is some writing that ing a violation action. Now it's maybe the highest obstacle within a horizontal excepts seaplanes from the regulation, one call per year. As an example, a radius of 2,000 feet of the aircraft. I'd certainly like to see it because I've friend was cleared to land on one run- (c) Over other than congested areas. been giving seaplane instruction for over way and landed on another. He sure An altitude of 500 feet above the sur- 20 years and have worked with a num- didn't mean to. In the past, that would face, except over open water or sparse- ber of CFIs and FAA folks and none of be a violation and his ticket would have ly populated areas. In those cases, the them ever said that seaplanes did not been suspended for 30-60 days. Under aircraft may not be operated closer have to comply with 91.119. Compliance Philosophy he had two than 500 feet to any person, vessel, The reader is partially correct regard- telephone conversations with an FAA vehicle, or structure. ing that "except" sentence that opens inspector and took an hour of dual in

10 Water Flying September/October 2020 Mailbag operations at controlled airports and the between 3 and 12 nautical miles from 91.1(b) makes sure that 91 applies FAA closed the file. the coast of the United States must com- to AIRCRAFT in airspace overlying The other side of the coin is that a pilot ply with §§91.1 through 91.21; §§91.101 waters off the coast for certain dis- who intentionally violates a reg—and through 91.143; §§91.151 through tances. low flying is a big one—such as buzz- 91.159; §§91.167 through 91.193; Part 91 applies to all aircraft, includ- ing a beach with people on it will get §91.203; §91.205; §§91.209 through ing seaplanes. Where there are seaplane the book thrown at him by the FAA. 91.217; §91.221, §91.225; §§91.303 exceptions, they are specifically spelled I've looked at low-flying cases where through 91.319; §§91.323 through out. One of the seaplane exceptions is in the pilot tried to claim that he was land- 91.327; §91.605; §91.609; §§91.703 91.113 where it says—first thing—that ing and made a go-around. If he didn't through 91.715; and §91.903. it doesn't apply to aircraft operations on have the gear down, the defense didn't (c) This part applies to each person on water. That makes it clear that the FAA work. If it was a fixed-gear airplane or board an aircraft being operated under regulates seaplane operations in Part 91. a seaplane, if the pilot flew level for sev- this part, unless otherwise specified. Besides, if 91 didn't cover seaplane oper- eral hundred feet at low altitude before (d) This part also establishes require- ations, there would have to be a separate pulling up to make a "go-around" the ments for operators to take actions to section for seaplanes just as there is for defense didn't work. support the continued airworthiness of skydivers (Part 105). each airplane. 500 feet away is a reg that applies to §91.1 Applicability. (e) This part does not apply to any seaplanes. Also, in my opinion, not com- (a) Except as provided in paragraphs aircraft or vehicle governed by part 103 plying is not showing respect for others, (b), (c), (e), and (f) of this section and of this chapter, or subparts B, C, or D of and one of the reasons I get to fight §§91.701 and 91.703, this part prescribes part 101 of this chapter. noise complaints and attempts to ban rules governing the operation of aircraft (f) Except as provided in §§107.13, seaplanes from waterways is because within the United States, including the 107.27, 107.47, 107.57, and 107.59 of this pilots that act as if they can go anywhere, waters within 3 nautical miles of the chapter, this part does not apply to any without any consideration for others U.S. coast. aircraft governed by part 107 of this and that the rules don't apply to them (b) Each person operating an aircraft chapter. (Part 107 is small unmanned create some of the biggest headaches we in the airspace overlying the waters aircraft systems) face in aviation. ■

September/October 2020 Water Flying 11 Briefs

SURFSIDE CELEBRATES 50

Surfside Seaplane Base (8Y4) marked an impressive anniversary this year— 50 years of ownership and manage- ment by Bruce Hanson. The seaplane base, located on Rice Lake north of Minneapolis-St. Paul, Minnesota, is one of the busiest in the nation. The seaplane base was founded in the late 1940s, and Hanson and three part- ners bought it in 1970. Hanson bought out two of the partners a few years later, and the third in 1980. Hanson lives on the celled. “COVID put a damper on it,” with inspections and maintenance, but property, which also includes Seaplane Hanson said “it hasn’t been a barn-burner year” for Services aircraft maintenance, Surfside Hanson, who turned 89 in July, was seaplane activity at the base because of Flight Training, several storage hangars, hospitalized earlier this year for an illness. the pandemic. “A lot of airplane owners aviation fuel and a 2,000-foot grass strip. While he was recovering at home 60-70 want to go to Canada but can’t cross the The SPA Water Landing Directory lists people came to the seaplane base and border,” he said. “At least seven have two water lanes on Rice Lake for takeoffs cleared hundreds of trees from the prop- property in Canada and didn’t put their and landings, one oriented northeast/ erty. Hanson’s daughter, Cheri Burger, aircraft on floats this year.” southwest at 6,500 feet, and a second ori- also works at the seaplane base, and The seaplane base closes when the ented north/south at 5,000 feet. Hanson says Seaplanes Services owner lake begins to freeze over, but the grass A 50th anniversary celebration that Bob Timm and his staff also help out. strip is plowed and the maintenance was planned in August had to be can- Hanson said Seaplane Services is busy shop is open year round.

Flying activity at Surfside is off this year, in part because people are not able to fly to Canada. As a result, some Surfside-based owners have not floated their aircraft. Seaplane Services is busy with maintenance, however.

12 Water Flying September/October 2020 Briefs

Hanson said he has not flown his Engine Sea add-on ratings to include aircraft yet this year, but “I feel like I specialization in high-performance, com- should be out there doing some water plex, amphibious training. The company work. I know this: we’d like to have was founded 10 years ago by Eric Weaver a celebration, but maybe we’ll have to and Ricci Rowe; Galloway has owned it wait until our 51st year. ■ for the last five years. Jones Brothers had hoped to host a splash-in and large celebration to mark JONES BROS. its 10th anniversary, but “because of the craziness this year we have tamed the CELEBRATES DECADE event down some in order to not draw as large of a crowd,” Galloway said, “but When Rob Galloway bought Jones we will still be celebrating.” Brothers & Co. Air and Seaplane The more-modest event is all about Adventures, he had plans: expand the the number 10: It will be held on the 10th business, expand the fleet, add a char- of October (the 10th month of the year) ter certificate, gain recognition as a beginning at 10:10 am. Jones Brothers premium seaplane training provider, will be offering 10-minute seaplane and give back to the community. Those rides for $10 per person or a $10 per plans are proceeding apace. person contribution to Companions for Bruce Hanson recently Jones Brothers today is busy providing Courage. Everyone who makes a $10 or upgraded from his seaplane training, sightseeing and excur- higher contribution will have 10 chances bicycle to a golf cart for sions out of the Tavares, Florida, seaplane to win prizes during the course of the day, getting around Surfside. base (FA1), with a pair of Cessna 206s, plus an entry into the grand prize: a Jones "The good thing is I can a pair of Cessna 185s, and a Progressive Brothers Seaplane Bar Hop, one of the now take a passenger," Aerodyne Searey. Training, which company’s most popular excursions. he says. accounts for about half the company’s The $10 flights will be first come activity, has evolved from basic Single- first served, and passengers can enjoy

September/October 2020 Water Flying 13 Briefs

Donations for seaplane rides during Jones Brothers’ 10-year anniversary celebration will go to Companions for Courage, a 501(c)(3) non-profit organization based in central Florida. The organization consists of special therapy companion ani- mals and their volunteer handlers who escort child victims of abuse into the courtroom, where the companion sits with the child in the witness box to provide comfort and calm.

live entertainment while waiting for C-53 BACK ON FLOATS their flights. The Jones Brothers web- site (jonesairandsea.com) will have a banner on the home page for advance contributions, or contributions can be made at the event. You do not have to take a ride to contribute to Companions for Courage. All contributions will be entered into the grand prize drawing. Galloway gives the city of Tavares a lot of credit for Jones Brothers success. “It is an enormous advantage to be in ’s Seaplane City,” he noted. “It’s been a per- fect symbiotic relationship. I don’t see how we could do it elsewhere.” ■ AERO CLUB COMO OPERATING AGAIN

The Douglas C-53 based at the Greenville, Maine, Municipal Airport is Flying has resumed at Aero Club Como going back on EDO floats. The airplane, which is the military troop trans- in Como, Italy. Cesare Baj, former presi- dent of the club who still is active, told port version of the civilian DC-3, flew for a number of years on the big Water Flying that “plenty of pilots from EDO 78-29400 amphibs until the floats suffered significant damage when continental Europe” are coming to the a propeller went into beta on landing in Greenville more than a dozen historic facility on the north side of beau- years ago. The restoration project also includes rebuilt engines and props. tiful Lake Como in far northern Italy. The airplane likely will not fly until sometime in 2021. SPA had planned to make Aero Club Como the 2020 Member Adventure

14 Water Flying September/October 2020 Briefs trip destination this October, but travel restrictions implemented as a result of the pandemic led to cancellation of this year’s trip. Aero Club Como was the first Member Adventure trip SPA organized, and the success of that trip in October 2016 was the reason for a planned return visit. SPA will reschedule the Member Adventure trip when conditions permit. New additions to Aero Club Como’s fleet include a Cessna 172 on amphibi- ous floats that was purchased in 2019 in Toronto, and a Republic Seabee. “Last week I had the chance to take a British photographer from Como to Cala di Volpe, a super-top location in Sardinia,” Baj reported in late July. “In other words, we are recovering. Greetings to everybody, with the hope of hosting you and a group of SPA members soon.” ■

The Kunlong is the largest amphib- ious airplane flying today.

CHINESE AMPHIB SEA TRIALS

The Chinese designed and built AG600 Kunlong, the world’s largest flying amphibious aircraft, completed its first open-water sea trial in late July, AIRCRAFT FINANCING taking off, flying over, and landing on the Yellow Sea just off of Qingdao in • Refinance, add New Avionics, add Floats East China. The four-engine turboprop, Proud Sponsor of which some say is modeled on Howard • Get Pre-Approved and Buy with Confidence Hughes’ H-4 Hercules Spruce Goose, made its maiden flight in December • A Variety of Aircraft Loan Programs 2017 and its first water takeoff and land- ing in 2018 on an inland reservoir. The Kunlong is intended to perform forest fighting, marine rescue and other special-mission objectives. In the maritime rescue role it can accommodate up to 50 people. In certain configurations it is able to loiter for up to 12 hours or fly 2,500 miles. The firefighting variant, expected to be operational in 2023, will be capable of carrying 24,000 pounds of water. ■ 800.390.4324 • www.airfleetcapital.com

September/October 2020 Water Flying 15 CFI - Sea MIDAIR TRAGEDY ON LAKE COEUR D’ALENE Mike Kindcaid

“On July 5, 2020, my family went on an exciting adventure on Lake Coeur d’Alene. None of them had been on a seaplane and they were so excited. Unfortunately, they did not come back. The loss for me and for this commu- nity is immeasurable. They all touched many people in many ways.” ONo one can express the horrific loss of her loved ones more clearly than the person herself. Those are the words of April L. Upchurch Fredrickson, as posted on Facebook. Seaplaning above North Idaho’s Lake Coeur d’Alene on a summer morning in silky smooth air can be a very pleas- ant adventure. From the bright yellow canola fields, towering lush mountains, sparkling clear azure water, the beach- front town and famous floating green golf course, surfing the smooth skies in a seaplane is the perfect way to top off the Forward visibility in the Beaver is limited by air intake and large cowl over the Fourth of July weekend. radial engine, so pilots must maneuver the aircraft to effectively scan for traffic. Unlike most Independence Day cel- ebrations in Coeur d’Alene, COVID- 19-infected 2020 was pretty sleepy. No on the lake, but little chatter on the avia- named “Dottie Mae,” and “Pattie Ann giant fireworks show launched from a tion frequency as the sun burned over II,” a beautiful P-51B. The Cessna 206 barge on the lake, no crowds fighting the 4500-foot-tall peaks. parked tightly next to the amazing vin- for spots on the beach, no traffic jams Approaching the narrowest part of tage fleet was something a bit more in the quaint little downtown. Instead the lake, about five miles from town and typical of our airport. When ogling of the usual photos of the traditional fifteen from the Coeur d’Alene airport, the shiny planes, a hangar neighbor parade, the July 4th front page of our a scan to the most rear-left window of informed me I’d missed the show, as local paper featured a Super Cub on the Cub revealed the Brooks Seaplane they’d made a fly-over of Lake Coeur amphibs proudly flying the American Beaver, also headed north but on the d’Alene on the 4th. Around 2:10 that flag over the city beach. west shoreline. As the channel choked afternoon, the mini squadron of war- On the 5th, my wife and I made to Arrow Point and knowing part of birds made a downwind departure in a morning excursion with one of our their tour often took them over a famous front of my office widow, with the favorite flight plans: dipping onto the retired hockey player’s house that was Cessna 206 in trail. Chain Lakes just over Coeur d’Alene between them and us, we descended. On the afternoon of our flight, anoth- Mountain, past the ghost town of Looking up through the skylight, we er family decided to take in the sights Harrison, then back along the east shore saw the big straight floats of the Beaver from a seaplane. By this time, the lake to the airport. Our goal was to have the pass over us, then set up for a landing at had become much more crowded. Neil Cub tucked back in our hangar before their base by the city’s beachfront. Lunt, a retired airline pilot who had the rising heat turned that smooth air Taxing back to our hangar at the purchased Brooks Seaplane two years into irritating bumps and thumps and Coeur d’Alene airport, we were sur- ago from Grant Brooks, son of Bill before weekend warriors awoke to stir prised by a flock of warbirds parked Brooks who founded the business in up pattern madness at the airport. Being on a ramp. The fleet included a B-25 1946, was at the controls of the Beaver. a Sunday, there were plenty of boaters Mitchell, an F7F Tigercat, a P47-D The bay in front of Coeur d’Alene was

16 Water Flying September/October 2020 CFI - Sea now populated with speed boats, water aircraft crash I saw was a large oil/gas placed in containers for handling by the skiers, jet skis, a tour boat, and the para- slick on the lake’s surface, interior pan- NTSB and insurance companies. sail operator. Neil had to taxi between els from a Cessna, and miscellaneous The NTSB preliminary report the watercraft and compete for a lane to debris. I flew cursory sweeps of the area (WP20FA206B) states that both aircraft take off in the choppy water. for survivors, but it was obvious those were operating under Part 91 rules and Aboard the Beaver were PGA Golfer attempts were in vain. neither was equipped with ADS-B. Sean Fredrickson and his children News reports and updates from the Witnesses estimated both aircraft were Hayden, Sofie and Quinn, of Oregon, sheriff’s department delivered the bad flying at about 700 to 800 feet above all thrilled for their first seaplane ride. news: six people in the Brooks Seaplane the water’s surface. A witness photo Joining them was David E. Sorenson, Beaver and two in a Cessna were feared shows both planes converging head-on 57, of California. Brooks Seaplane’s typi- dead. More media flashes reported the near the west shoreline, with the Cessna cal tour lasted about 20 minutes, with a two planes collided with each other headed south (his right side of the lake) flight south down the lake to Harrison around 1420 hours local time. Two vic- and the Beaver headed north (his left and then back up to their base. The first tims had been recovered by citizens and side of the lake). part of the tour must have been a joy for the aircraft sank in 127 feet of water A common contributing factor in the passengers as it was a perfect day with the remaining occupants. mid-air collisions cited by the NTSB with unlimited visibility and much to Within about a week, all eight victims is the failure of both aircraft crews to see. They would have just flown over and most of the wreckage from both exercise proper “see and avoid” pro- the waterfalls of Black Rock golf resort planes were recovered. Remains of the cedures while operating under visual when it happened. Cessna and the Beaver were barged to flight rules, a factor most likely to be Jay Cawley and his friend, Kelly the beach of a nearby boat ramp and applied to this accident. Kreeger, had taken off in the 206 sup- port plane after the warbirds, wrapping up a weekend of adventure with a tour around the Northwest. Jay, a corporate and backcountry pilot, was a supporter of the museum that organized the flight, Hangar180 in Lewiston, Idaho. Kelly Kreeger, from California, had retired from her career in the film industry six years ago, with her new passion being aviation, especially warbirds. As they trekked along the west shoreline of Lake Coeur d’Alene, Jay and Kelly’s attention must have been drawn to the beauty below them. About three hours after viewing the Beaver’s underbelly, I got the call all pilots dread: “There’s been a midair collision.” The first report was that the aircraft included a small biplane and a bigger plane, both seaplanes. That was way too familiar, but the only biplane seaplane owners I know confirmed it wasn’t them. Then I received calls and texts asking if I was okay. There was no firm word on the seri- ousness of the accident, so the big ques- tion was, were there survivors? After confirmation of the location from sheriff dispatch, I headed back to the hangar, climbed in the Super Cub, and returned to Lake Coeur d’Alene. A flyover of the Brooks Seaplane base revealed the com- pany’s Cessna Stationair was docked. The Beaver was gone. On the scene about 45 minutes after the accident, the only evidence of an

September/October 2020 Water Flying 17 CFI-Sea

Complicating the task of proper scan- intended flight path and pausing briefly cussed how this could have occurred in ning in a Beaver is the difficulty in seeing in each small block of the viewing area. perfect VFR conditions. That led to the over the nose of the big radial engine and Critical tip: if you see another aircraft big question of what we can do to pre- the blind spots in the cockpit. However, in your windscreen that appears to have vent further midair accidents in what has although that may be an issue in the three no horizontal or vertical motion, it’s become very crowded airspace. Robert midairs involving Beavers in the last year, likely on a collision course with you and Ticknor, FAA Safety Team Manager at it is something DH-2 pilots have adapted evasive action should immediately be the Spokane FSDO, assisted FAAST to over the years by using team safety volunteers enhanced scanning tech- Chris Popov of Sandpoint, niques such as making Coeur d’Alene airport’s shallow climbs to help see Steve Lohery, and me as over the nose, dipping the Scan an area at least 60 the SPA Idaho Field Rep, nose occasionally during to host a ZOOM safety ses- level fight, regularly lift- degrees left and right of your sion. On the agenda were ing each wing to look for midair collision avoidance conflicts, and keeping their intended flight path and procedures, proper radio heads out of the cockpit terminology, traffic pat- as much as possible. The pause briefly in each small terns, and review of actual bottom line is that Beavers midair accidents. The ses- have flown successful- block of the viewing area. sion was well-attended, ly around the world for with much appreciated more than 70 years, so the feedback from participants. majority of accidents are Suggestions for defen- not the airplane’s fault. sive flying in the Lake The AOPA and FAA websites have taken. Any seasonal training refresher, Coeur d’Alene corridor discussed in the some excellent material on avoiding or flight review, should include collision safety session include: flying on the pilot’s midair collisions. A highlighted sug- avoidance procedures. right side of the lake, constantly scanning gestion includes scanning an area at The week after the accident, fellow outside the aircraft for traffic, provid- least 60 degrees left and right of your pilots at the Coeur d’Alene airport dis- ing regular position reports by radio,

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18 Water Flying September/October 2020 CFI_Sea activating all exterior lights on aircraft ronment and how can we improve? and investing in wig-wag (alternately With two similar seaplane collisions flashing) landing lights. It was recom- in Alaska in the past year, it’s time pilots mended that, since the price on ADS-B worked together to encourage improve- systems has become so reasonable, it’s a ments in techniques and procedures that no-brainer that it should be installed on will avoid midairs. Our goal should be to any aircraft operating in congested areas prevent the type of needless loss of life the even though it may not be required. This widow of Sean Fredrickson and the moth- is especially true of ADS-B In, which pro- er of children Hayden, Sofie and Quinn vides the pilot with a visual display (on a sorrowfully related on social media. ■ cockpit electronic screen) of traffic in the area. Juan Browne analyzed the accident Unlike most pilots, Mike Kincaid’s intro- on his Blancolirio YouTube site, making duction to aviation was witnessing a mid- the argument that many cars have anti- air collision as an 8-year-old. It took a collisions systems now, so why not aircraft. move to Alaska for a career change to turn Also, a Facebook page, “Coeur his avoiding getting near an airplane into d’Alene Flyers,” was initiated to focus making aviating a big part of his life. After on safety. Within a week there were retiring from the Alaska Department of more than 100 signed up for the FB Public Safety, Mike and his wife moved group page, and the discussions have to North Idaho where they started a mom- been productive. Links to the safety and-pop seaplane training business. Mike seminar’s materials were posted for has trained seaplane pilots for about 30 those who missed the session. years, is a former FAA Designated Pilot An article I wrote for Water Flying in Examiner, has written a few books, and has 2002 (July/August issue) reported that flown in a couple of movies. After investi- Bill Brooks had operated his seaplane gating aircraft accidents as a Trooper, flight business for 55 years on Lake Coeur instructing, and seaplaning for 42 years, d’Alene without an accident. What has Mike focuses on safety in flying his Super changed since then in our flying envi- Cub on amphibs.

September/October 2020 Water Flying 19 Multiengine Sea Training in the

The AirCam is an unusual airplane. With a big wing and a long, narrow fuselage it has an unusual, dragonfly-like look. Add a set of Clamar amphibious floats for an unusually tall and imposing ramp presence. It has unusual takeoff performance thanks to 200 combined Sea Training in the AirCam

By Mark Twombly

Welcome to unusualness BRAD FULLER

a big wing and a long, narrow fuselage it has an unusual, dragonfly-like look. Add a set BY

presence. It has unusual takeoff performance thanks to 200 combined PHOTO horsepower and a big, high-lift wing. won’t find another MES trainer powered Excel format for N51SC, the AirCam The tandem, open cockpits at the pointy by a pair of Rotax 912 engines turning we would be flying; three chapters from end of the long fuselage deliver an fixed-pitch Warp Speed carbon fiber com- the FAA’s Seaplane, Skiplane, and Float/ unusual pilot and passenger panoramic- posite props in pusher configuration, or Ski-Equipped Operations view experience. And if all of that is not with open cockpits and tandem seating. Handbook having to do with seaplane enough to convince you of the AirCam’s preflighting, takeoffs, performance, and unusualness, check out this note on the landing; and the U.S Coast Guard Aids to Start-up checklist: “Rear seat occupant, Extreme Fun Factor Navigation. I also was able to download remove and stow hat. Check shirt pock- I’d long had a desire to earn the MES documents from the Sebring Aviation ets to ensure they are empty.” No doubt rating and having heard so much about and AirCam websites (www.sebring- that advisory is the result of pens, pencils the AirCam’s performance and extreme aviation.com and www.AirCam.com) and scribbled notes succumbing to the fun factor, I thought going for the rating including an AirCam Pilots’ Operating swirling turbulence that rear-seat passen- in that big dragonfly of a seaplane just Handbook, a checklist for an AirCam gers experience at higher cruise speeds. seemed the right thing to do. Sebring fitted with Clamar 2180 amphibious That was one of the gently delivered Aviation tells prospective MES students floats and the Rotax 912-series engine suggestions I heard early in my first that, based on an average of pilots from Operating Manual. For good measure flight in an AirCam. “When you go a variety of skill and proficiency back- I also shuffled through various sea- faster than about 70 mph it gets pretty grounds, it can take up to three days and plane training manuals on my bookshelf windy back here,” Jason Wilkinson dip- five hours of flight training to prepare before travelling to Sebring Regional lomatically advised over the intercom for the check ride. Fine. Airport (KSEF) to get started. from the rear seat when I leveled out in My first contact to arrange for the We began with some paperwork, N51SC and began accelerating. Jason is training was Phil Lockwood, who then turned to a briefing about the a flight instructor for Sebring Aviation, designed the AirCam (see sidebar) and AirCam—specifications, performance, which operates the only AirCam in the whose, company Lockwood Aircraft, and the training syllabus. It being mid- country authorized by the FAA for use manufactures and sells AirCam kits. June in central Florida, we wanted to in multiengine-sea (MES) instruction (Full disclosure: Phil Lockwood is get in a couple of flights before the air for pilots who do not own their own Chairman of the Seaplane Pilots became uncomfortable due to sprouting AirCam (see sidebar). Association Board of Directors.) afternoon thermals and the likelihood Sebring’s AirCam is unique among mul- Phil put me in touch with Jason, who of developing showers and storms, so tiengine-sea trainers in use today because it emailed me study materials including we pushed though the paperwork and is certificated as an Amateur-Built aircraft a detailed AirCam Training Guide syl- briefing to get out to the airplane for the in the Experimental category. Also, you labus; a weight-and-balance form in walkaround and first training flight.

AirCam designer Phil Lockwood with a quick-build fuselage structure.

22 Water Flying September/October 2020 incorporates two independent motors to the left along with an adjacent panel Long and Tall drive nose and main wheels. The proce- with switches for the electric flaps, Approaching 51SC, I was struck by its dure for raising or lowering the landing fuel pumps, engine primers and start- physical size. The wing has a 36-foot gear calls for holding the panel-mount- ers. Switches for lights and the avionics span and six-foot chord, and the airplane ed toggle switch for about 10 seconds master are on the right side. And the is 27 feet long from nose to tail. Whereas until the desired lights illuminate—blue view? Well, it’s everywhere. No air- the landplane version of the AirCam has for retracted, green for extended—then craft structure or component, other than a conventional tailwheel configuration holding the switch in position for a the windscreen, within 90 degrees-plus and sits relatively low to the ground, the five-second count to ensure each gear either side of straight ahead to obstruct seaplane version on Clamar floats and leg has moved beyond the over-center your vision. retractable quad landing gear stands position and is locked in place. There We fired up the Rotaxes and taxied long and tall—the floats are 16 feet is no emergency gear-extension system. out for the runup and takeoff. The long and the tip of the rudder is 14 feet If one or more gear legs is stuck in the AirCam drives easily on the ground 4 inches above the ground. Fueling the extended position, you’re going to make using differential braking. Winds were AirCam’s two 14-gallon tanks involves a land landing. light so there was no weathervaning climbing a stepladder or standing in the N51SC weighs 1377 pounds empty issue on the taxi out. Four wheels on cockpit to reach the filler port on top of and has a maximum gross weight of the ground keeps the AirCam planted each wing, and preflighting each of the 2,000 pounds, yielding a generous 623- while taxiing, but if a crosswind proves two Rotax engines is done while stand- pound useful load to split among people, to be too much while taxiing differential ing on a float. petrol and provisions. A large open area power would help counteract it. We checked the float compartments behind the rear-seat passenger can be The checklist calls for zero flaps for for water, and it being the first flight of used to stow cargo. In the new Gen 3 a takeoff. The three basic flap the day there was none. The compos- AirCam that space can be configured for positions are flaps up for runway takeoffs ite floats take on very little water, as I a second passenger—three people total and landings, flaps 25 degrees for normal found out on subsequent flights includ- on board—but that option is not avail- and glassy water landings and all water ing a photo shoot that involved at least a able on an AirCam on floats. takeoffs, and full flaps for confined area dozen touch-and-goes on the lake. After and rough water approach and landing that flight, a sponge sufficed to soak up and runway short-field approach and perhaps a cup of water in one or two of An Everywhere View landings. However, the AirCam is not the six float compartments on each side. Once settled in the front cockpit, I sur- equipped with a flap position indicator The Clamar landing gear is all elec- veyed the surroundings: stick for ele- so you must crank your head around to tric—no hydraulics—and each float vator and aileron control, throttles on visually check the position of the flaps.

Rule #1 when flying the AirCam: Never forget it is a low-speed, high- drag aircraft. BRAD FULLER BY PHOTO

September/October 2020 Water Flying 23 “Flaps 25” in 51SC is selected by hold- ing the flaps switch in the down position for a three-count (in later models it’s five seconds), which should align the inner trailing edge of the flaps with the sweep cable stretching from the wing trailing edge to the aft fuselage. Once lined up with the runway center- line it’s throttles to the stops, and the potent combination of 200 horsepower and lots of high-lift wing makes for a short takeoff roll to the 40-mph rotation speed. Normal climb speed is 60 mph. Confirm gear up with two blue lights on the panel and a glance out to the gear straws, one over the nosewheel and one over the main gear. Both should be short and show only blue paint. With the gear extended the gear straws will be longer Preflighting the Rotax engines and fueling the AirCam call for some elevation. and show green paint for a land landing.

Directional Stability We headed to Lake Istakpoga, conve- niently located just southeast of SEF, for water work. The short flight to the lake offered an opportunity to do some maneuvering to get a feel for the airplane. Given the AirCam’s large aile- rons and giant wing, I expected to apply generous rudder to overcome strong adverse yaw in turns. Not the case, as those long floats provide directional sta- bility and dampen adverse yaw. Both the AirCam Training Guide (Left) Short green straw over landing gear = gear up. (Right) A sponge is suffi- and Jason had given me a heads up cient for removing small amount of water in Clamar composite floats. that power adjustments require large movements of the throttles, and both are correct. Idle to full power is a good six-inch movement of the throttles. Cruise power, about 3800 rpm, is only about an inch ahead of the idle posi- tion. Aggressive throttle movement is followed by slight adjustments to sync propeller rpm. The AirCam has a single tachometer with two needles—one for each engine. A prime consideration about flying the AirCam that is quickly learned is to pay close attention to airspeed, for two rea- sons. The first was mentioned earlier— to keep your rear-seat passenger from getting cranky when you venture much above about 70 mph indicated, at which point it gets pretty blustery in the canopy- less rear seat. 70 is good, 65 is better. The second and more important rea- son for airspeed vigilance is AirCam Rule Front cockpit is the PIC’s perch. Throttles and most function switches on left side. #1: never forget that it is a low-speed,

24 Water Flying September/October 2020 high-drag airplane. When the going gets about five degrees of flaps to improve But thanks to the high-wing push- real slow, which can happen with inat- climb performance, and gear up to er configuration the two engines are tention or a loss of power, the real slow reduce drag and prepare for a water mounted much closer together and can get in real trouble real quick. The landing if that’s option. much nearer the aircraft centerline than most likely scenario for a precipitous is typical. If the right engine fails, the loss of airspeed is reducing the throttles descending blade on the left engine is to idle on approach to landing. Two No Worries not far enough off the aircraft centerline windmilling props add considerably to Losing an engine in an AirCam is not to cause significant yaw. Also, at full the overall drag, and the airplane quickly the eyeball-popping, hands-a-flut- power the good engine is only generat- slows. The official advice is to carry some tering, leg-cramping event that some ing 100 horsepower max and with the power when landing, either on a runway piston-powered twins present. Instead pusher configuration you don’t have or the water. Until you are proficient and of manipulating six engine controls— propwash flowing over the wing on the confident in the airplane, attempting a throttles, props and mixtures—you have operating-engine side to generate more power-off landing can result in plung- only throttles to attend to. No worries lift, which would increase the rolling ing airspeed as you round out from the about feathering a prop, either, which tendency. No need for an AirCam pilot descent, quickly followed by a forceful is why you must have an Airplane dealing with an engine-out to worry drop onto the water or runway as you run Multiengine Land rating on your cer- about leg-muscle fatigue when pushing out of flying speed. tificate before showing up for multien- on a rudder pedal to counteract yaw. The other scenario that can lead to gine-sea training. The AMEL rating A fundamental speed for a twin- critical loss of airspeed is a loss of engine means you’ve already demonstrated to engine aircraft is Vmc—minimum power. Of course, that is the point of the FAA that you can feather a propeller single-engine control speed. It is the multiengine-sea training—to respond following an engine failure. minimum speed at which the pilot can appropriately to the loss of up to half Fact is, in an AirCam the yaw resulting maintain directional control of the air- your available horsepower, the resultant from total loss of power in one engine is craft with the critical engine inoperative increase in yaw and drag, and the deteri- anticlimactic. On non-centerline-thrust and up to five degrees of bank into the oration of airspeed and aircraft control. twins with engines and props that turn good engine. Demonstrating Vmc by The response to engine failure in an the same direction, the most yaw will simulating failure of the critical engine, AirCam essentially is the same as in occur if the critical engine fails because applying full power to the good engine any non-centerline-thrust piston twin: the descending blade on the non-critical and gradually climbing until you can both throttles forward, maintain safe engine is farthest from the aircraft cen- no longer maintain straight-ahead flight single-engine speed (50 mph) or best terline, which creates the most P factor. even with maximum rudder deflection single-engine rate-of-climb speed (55 From the AirCam cockpit perspective is a good way to get a feel for what mph), rudder as needed to counteract the props rotate counterclockwise, mak- single-engine procedures and flight in yaw, identify and verify the failed engine ing the right engine the critical engine a multiengine airplane is like. Jason by reference to engine instrument indi- because the left engine at full power had me go through the exercise, and cations and rudder input, maintain 5 generates a longer moment arm and thus the AirCam showed off its docile, eas- degrees of bank into the good engine, greater yaw, than would the right engine ily managed personality when flying on aux fuel pumps on, if necessary confirm if the left engine is inoperative. one engine.

The outline of a small wind- screen is the only part of the aircraft that is in the pilot’s view 90 degrees either side of straight ahead.

September/October 2020 Water Flying 25 Total loss of power in both engines is WLNOT (wind, water depth and condi- Even with the throttles at idle the air- an extremely remote possibility unless you tions; length of landing lane; neighbors/ plane likely will, at best, remain in place, run the tanks dry, but it’s instructive to noise abatement; obstructions on the but probably move forward except in a have it simulated to drive the point home water and nearby; towers, terrain and very strong headwind. Sailing is done about maintaining sufficient airspeed in traffic); on downwind do a GIFTTS with engines off using ailerons and rud- any situation. The recommended response check (confirm gear up for water land- der, with flaps fully extended if necessary. to dual engine failure is to immediately ing, check instruments—altitude and The thing to remember on runway push the nose down, way down, to achieve engine instruments and reduce rpm to landings is to slowly lower the nose- 85 mph and head for the nearest suitable abut 3200—aux fuel pumps on, flaps “to wheels to runway contact. A hard touch- landing area. When rounding out above the wire”—25 degrees—and trim for a down can result in one or two shimmying whatever surface you will land on you 60 mph approach speed). Confirm gear nosewheels, and since there are no shock should have a bit of a speed margin to fine- position on base and final, hold 60 mph absorbers in the nosewheel assembly tune the touchdown. and 3200 rpm, round out just above the you’ll be shimmying all the way to a stop. Over the day-and-a-half of training surface of the water, and let it land. On the morning of day three we flew Jason had me perform the gamut of A normal takeoff is done with flaps to north to Winter Haven Airport, land- seaplane landings and takeoffs—nor- the wire, aux fuel pumps on, trim set, area ed on the runway and taxied over to mal, glassy, confined and rough—on clear, gradually feed in the power to full Brown’s Seaplane Base for the check Istokpoga as well as runway landings throttles, on the second rise lower the nose ride with Jon Brown. Following a wide- and takeoffs at Sebring, with the occa- a bit and feel for the sweet spot, apply a ranging conversation—the oral portion sional surprise simulated engine failure bit more back pressure on the short take- of the Practical Test—in his office that thrown into the mix. The emergency off run and in seconds you are airborne. covered multiengine concepts and proce- practice included single-engine water Pull for 60 mph in the climb. Once on dures as well as lots of seaplane stuff, we and runway landings. the water the only significant difference went flying. Winter Haven is in the heart compared to other seaplanes is the lack of central Florida’s lake country, so it was of water rudders for maneuvering, but just few minutes flight to the southeast to GIFTTS with two engines you have the differential reach a series of lakes where Jon asked to The basic technique for a normal two- power to do what needs to be done. see various water landings, maneuvering engine water landing is standard fare: One technique not normally used in on the water, and takeoffs. Of course, I recon the landing site using the acronym the AirCam is sailing with engine power. lost the right (critical) engine a couple of

The AirCam’s big high-lift wing and 200 combined horsepower makes for BRAD FULLER excellent takeoff perfor- BY mance from land or water. PHOTO

26 Water Flying September/October 2020 WHO CAN TRAIN IN AN AIRCAM?

dding a Multiengine-Sea rating to your pilot’s certificate is not easy, pri- is training and checking in an AirCam must already hold an unrestricted marily because multiengine seaplanes that are available for instruction Airplane Multiengine Land rating. Aare an endangered species. In recent years there have been a few—a So, as it stands, AirCam owners who hold an unrestricted Airplane Beech 18, a Grumman or two, a TwinBee, and an Aztec Nomad Multiengine Land rating can train for and take the MES check ride in their along with some larger aircraft such as a Grumman Goose and Grumman float-equipped AirCam, and Sebring Aviation—and only Sebring Aviation— Albatross—but that list is now down to just a very few aircraft. can train non-AirCam owners who hold a Multiengine Land rating for the AirCams have been used sporadically for MES training in the past, but Multiengine Sea rating. For more information see www.sebring-aviaiton.com. several years ago the FAA issued an order forbidding their use for training because the Rotax engines have fixed-pitch propellers, which means the propeller on an inoperative engine can’t be feathered as is required in multiengine training and on a check ride. The situation eased a bit last year when the FAA issued a Letter of Deviation Authority (LODA) that allows an AirCam owner who already holds an Airplane Multiengine Land rating to use his or her float-equipped AirCam for the Multiengine Sea add-on rating check ride. The FAA fol- lowed up with a letter authorizing Sebring Aviation, which is affiliated with AirCam manufacturer Lockwood Aircraft, to use one of its AirCams to train and check pilots for the Multiengine Sea rating. The training must be conducted at Lockwood’s Sebring, Florida, base (KSEF) using an instructor provided by Sebring Aviation—Jason Wilkinson. The FAA satisfies the The AirCam’s open cockpit allows instructor Jason requirement that an MES applicant demonstrate proficiency in feathering Wilkinson to easily explain controls, instruments, and the prop on an inoperative engine by mandating that an MES student who switches to front-seat student.

September/October 2020 Water Flying 27 times and didn’t get it back until we were idling on the nearest lake. The check ride ended with a single-engine approach and landing at Winter Haven. With my temporary Commercial Multiengine Sea certificate in hand am I ready to jump into the left seat of any Grumman—Widgeon, Goose or Mallard (the Albatross requires a type rating)—or a TwinBee or Twin Otter and start hopping rides? Of course not. The AirCam is unique—it’s a push- er, the props can’t feather, and it’s a very lightweight bird—and transition- ing from it to another, more conven- tional and heavier multiengine seaplane would require at least as much special- ized training as I did for the AirCam. I’d have to learn to contend with such things as feathering props, more chal- lenging single-engine handling and, in the case of the Grumman and Twin Bee, flying boat verses floats considerations. So, multiengine training in the AirCam is very AirCam specific, which is what existing and potential AirCam owners who do not possess an MES rat- ing need. Aside from all of that, it is a hoot. What other twin can you train in that has an open cockpit, an unobstruct- It’s thumbs up for AirCam instructor Jason Wilkinson (left) and the author ed 180-degree view, and unprecedented (right) following a successful check ride administered by FAA Designated Pilot takeoff performance. And, it’s a twin! ■ Examiner Jon Brown (center).

Multiengine training in the AirCam is very AirCam specific, which is what existing and potential AirCam owners who do not possess an MES rating need. BRAD FULLER BY PHOTO

28 Water Flying September/October 2020 THE AERIAL CAMERA PLATFORM

he clue to the origin of the AirCam lies in its name. It’s shorthand for Air Camera, which is the design goal Phil Lockwood had in mind Twhen he began work on it in the early 1990s. The goal was to build a light aircraft with excellent visibility for a pilot and photographer that offered two-engine safety while flying over remote, hostile terrain. Lockwood not only designed and built the pro- totype AirCam, he went to the Ndoki rainforest in the northern Congo and flew it off a 600-foot airstrip on daily missions with a National Geographic photographer in the front seat. That first AirCam now hangs in the EAA Aviation Museum in Oshkosh, Wisconsin. Lockwood’s first job out of college was in marketing with Maxair, which sold kits for an ultralight called the Drifter, the first version of which was powered by a single Rotax 277 engine producing 28 hp. It was the basis for the early design studies of the prototype AirCam. Lockwood eventually bought Maxair, and still offers new Drifter kits for sale through Lockwood Aircraft Corporation, the company that manu- factures and sells AirCam kits. He also owns Lockwood Aviation Supply, the largest factory authorized Rotax engine, parts and repair provider in the country; Lockwood Aviation Repair, which specializes in inspec- tions and maintenance on Rotax-powered aircraft; and Sebring Aviation for flight training in the AirCam and other Rotax-powered aircraft. Meanwhile, under Lockwood’s tutelage, the AirCam has evolved into a much more sophisticated aircraft—larger, stronger, more than 50 percent more power, and an options list that includes a canopy enclo- sure, a third tandem seat, even more power, and floats, among others.

September/October 2020 Water Flying 29 THE AMPHIB PILOT’S SURVIVAL INSTINCT

Strategies for landing gear up on the water every time

By Burke Mees PILOT’S ASHLEIGH OLIVER BY INSTINCT PHOTO

L anding an amphibious sea- plane gear down in the water is a recurring theme in water flying, and the potential for this to happen will be with us as long as people fly these airplanes. I’ve written about this before, but it’s worth revis- iting every so often, and a rash of recent mishaps has generated some new interest in this old topic. In the course of my flying career, making mistakes. The third cue for confirming gear whenever a gear-down water landing So if the checklist isn’t enough, what position is rolling out on final and occurs I’ve respectfully asked about the more do we have to do to protect our- making visual cue with an aim point particular circumstances that led up to selves from this mistake? To start with, I to guide the final approach. it, and I’ve incorporated the lessons from believe we can make the checklist more this informal survey into my own per- effective by doing it at a specific time sonal habits to help avoid the same mis- and in a specific manner. takes. What follows are some thoughts on flying amphibs and the strategy I’ve developed over the years to avoid a gear- WHEN AND related mishap. The first thing that becomes apparent HOW TO when we look at these accidents is that we can’t put them in the category of DO THE things that only happen to other people. A lot of experienced and competent CHECKLIST pilots have made this mistake, and I As for when to do it, I execute the check- believe an important starting point is to list in response to specific cues that occur acknowledge that we are all at risk. This on every flight. The idea is to make sure is an insidious problem, and no matter the checklist gets done even in the most who we are, there is some distraction or distracting circumstances, and for this circumstance that can sneak up on us. purpose some cues are better than oth- ers. For example, if you normally exe- cute the landing checklist on midfield THE CHECKLIST downwind, that habit won’t be of much When the topic of gear-down water help when you find yourself maneu- landings comes up, there is usually vering around tight terrain to squeak someone who suggests that the problem into your destination on a straight-in can be entirely solved by just using the approach in deteriorating weather with checklist and declares the conversation flat light onto water that might have to be over. Really, it’s not as simple as some swell. that and the accident record shows that Given the irregularities and distrac- people can use the checklist and still tions of the seaplane environment, the manage to get it wrong. cues that direct you to the checklist Pilots have accomplished the checklist should occur on every flight regardless and then absent-mindedly extended the gear out of habit from flying wheel- planes. Pilots have failed to retract the gear after takeoff and were content to see green lights on final to the water, even though those lights indicated a haz- ardous configuration. In a moment of distraction, pilots have dutifully accom- I believe we can make plished the wrong checklist resulting in an inappropriate configuration. Pilots have accomplished the right checklist the checklist more but then had a reason to change land- ing surfaces and failed to reconfigure the gear. effective by doing it at Conscientious pilots who have oth- erwise good checklist discipline have become saturated with other tasks and a specific time and in a have failed to get it done. I know of an accident that has resulted from each one of these mistakes. Certainly, the check- specific manner. list is the first step in addressing the problem and is our most important tool, but to say that it is the entire solution is to underestimate human creativity in

32 Water Flying September/October 2020 ASHLEIGH OLIVER

The wheelplane pilot always returns to dry land and considers gear down a reliably safe configuration. The amphib pilot sees the gear-down position as inherently dan- gerous. This is a very different perspective. ASHLEIGH OLIVER

September/October 2020 Water Flying 33 Leveling off from the climb and reducing power to the cruise setting serves as a cue to accom- plish a cruise checklist that includes verifying the gear has been fully retracted.

of the details of your landing approach. These three prompts will occur I do the landing checklist three times in regardless of what kind of approach I response to three separate cues. make. Whether it is a rectangular pat- My first cue to do the landing checklist tern, a straight-in, or some irregular is when I make the first power reduction exercise in snaking through the terrain, for landing. I normally use the GUMP no matter what else is going on, at some checklist (Gas, Undercarriage, Mixture, point I’ll reduce power for landing, initi- Prop), which covers the relevant items ate flap extension, and make a final turn for most amphibs. Then when I make to line up on the landing area. These the first flap application and revisit the cues will prompt you to think about the gear position to confirm it is in the gear on every approach regardless of desired position. Finally, when I roll out how it is conducted. on final with the landing area directly in Does looking at the landing gear three front of me, I make visual contact with times seem excessive? Given the mis- an aim point that will guide the final takes other people have made, it’s not approach. That is my cue to bring the a bad idea to revisit the landing gear to props forward to complete the checklist make sure you got it right. For example, and do a final compatibility check, mak- the guy who was satisfied with seeing ing sure the gear position is appropriate green lights on final might have caught for the surface I’m looking at. the mistake by taking a second look.

34 Water Flying September/October 2020 If extending the gear pro- duces an uneasy feeling that can only be alleviated by making visual contact with a runway, then you have this survival instinct.

September/October 2020 Water Flying 35 is also important in amphibs. It is not an the amphib is primarily a seaplane. Its uncommon accident scenario for a pilot natural condition is being configured for to neglect retracting the gear after take- flying on the water, and extending the off, and then go on to land in the water. wheels puts the airplane in an abnormal For that reason, leveling off from the configuration that is contrary to its basic climb and reducing power to the cruise nature. setting serves as a cue to accomplish This is different from the wheelplane a cruise checklist that includes verify- way of thinking. The wheelplane pilot ing the gear has been fully retracted. always returns to dry land and considers Whether you make this power reduc- gear down a reliably safe configuration. tion at 500 feet or 5000 feet, checking the The amphib pilot sees the gear-down gear at this time will make sure it is not position as inherently dangerous. This is hanging out when you start a descent. a very different perspective. This not only protects against an over- In amphibs, you should have a strong sight on your part, but it will also call sense of awareness that the airplane is attention to any mechanical problem really a water plane, that runway land- that may have prevented the gear from ings are an exception to its nature, and Some operators replace green gear- fully retracting. I once took off from a that the potential for disaster exists any down lights with red lights. runway for a brief repositioning flight time the wheels are extended. There to the water (one of the classic scenari- is only one time when the gear-down os), and even though I moved the gear configuration is appropriate, and that is Also, given the distractions of the sea- lever up, a hydraulic problem precluded when you can look out the window and plane environment it’s easy to miss one retraction and the cruise check caught make visual contact with a runway that of these cues. the failure. you are about to land on. For example, if you’re making the This position leads to what I call the caption first power reduction just as another amphib pilot’s survival instinct, which is airplane calls a position very near your THE SURVIVAL a heightened sense of alertness that you own, looking for that traffic might get anytime the gear is down. Extending cause you to miss that cue. In that case, INSTINCT the gear raises a red flag that calls atten- the flap application would serve as the While the checklist is the front line of tion to the existence of an abnormal and backup. A lot of things can distract you defense, there is something else quietly potentially dangerous configuration. If from accomplishing the checklist and at work in the background that can also extending the gear produces an uneasy there are numerous ways to incorrectly help prevent mistakes, which is the very feeling that can only be alleviated by accomplish the checklist, so having three way we think about amphibious air- making visual contact with a runway, prompts increases the likelihood that planes. then you have this survival instinct. it gets done correctly. This might seem How we think about an airplane This survival instinct gives the like overkill on a normal day, but nor- underlies how we fly it, and I believe amphib pilot an important advantage. mal days aren’t the problem. Accidents there is such a thing as thinking like Should everything else fail you, this gut occur on the abnormal days when some- an amphib pilot. By that I mean having awareness might get your attention and thing out of the ordinary sneaks up on the general philosophical position that save the day. This survival instinct does us and subverts our routine. As for how to execute the checklist, A lot of things can distract you from when I come to “undercarriage,” I look accomplishing the checklist and at two things: I make visual contact with there are numerous ways to incor- the landing gear and the landing sur- rectly accomplish the checklist. face, and I consciously make sure they are compatible with each other. If I look out and see the wheels are retracted, I say “gear up for the water” and then look out the window at a water-landing area. If I look out and see the landing gear extended, I say “gear down for the runway” and then look out the window for the runway. The idea is that if I look at both the gear and the landing area, I’ll be more likely to notice if they aren’t a good match. So far I’ve been talking about the landing checklist, but a cruise checklist

36 Water Flying September/October 2020 JERRY KING JERRY

not come automatically; rather, it must the water), and for some unfathomable In this way, the red lights promote the be consciously cultivated, and I take reason airplane manufacturers stuck heightened state of alertness when the every opportunity to do that during an with the wheelplane convention of green gear is down that defines the amphib amphib checkout. lights to indicate gear-down. Using the pilot’s survival instinct. For example, when it comes time color associated with a safe configura- What I’ve described here is the strat- to do runway landings, the question tion to indicate gear-down reflects a egy I’ve used throughout my career to usually arises whether it is even worth wheelplane way of thinking that is com- avoid a gear-related mishap. So far it’s raising the gear since you’re just stay- pletely inappropriate to amphibious air- done well for me, but it would be foolish ing in the pattern anyway. The answer planes and has contributed to more than to take anything for granted. The only is yes, and this is a good opportunity to a few accidents. Pilots who come from a thing that is certain is that the potential reinforce the point that no matter how wheelplane background are conditioned for a gear-related mishap exists for each long the gear takes to cycle, no matter to look for green lights on final, and of us. That is a little disconcerting, but how much you want to prevent wear on green lights are not likely to alert them then it should be. In order to do what it those old, impossible-to-find gearbox- to impending disaster when flying an takes to be safe we have to be aware that es, you should always retract the gear approach to the water. an accident is possible. immediately after every takeoff with no What is the solution? When I first Getting the gear in the correct position exceptions for the sake of habit. moved to Alaska, I noticed that some is a simple task. It is easy to accomplish Retracting the wheels after liftoff operators replaced these green gear- it correctly on any particular flight, but transitions the airplane to a safe con- down lights with red lights to call atten- we are not just thinking of a particular figuration and should be an integral part tion to the hazard that exists whenever flight. Rather, we are concerned with of every takeoff. I believe you should the gear is down. Glancing down at red accomplishing this simple task thousands never climb out with the gear down for lights on final is a little unsettling, it of times under all different circumstances any reason, and the only time it should makes you think twice and ask yourself with the full range of distractions for be down is when you are on approach if the gear is really where you want it, the duration of our careers without ever to a runway. and there’s nothing wrong with that. making a single mistake. To do this, we How we think about the amphibious Red lights illuminated on the panel need to develop habits that will protect airplane also finds expression in the gear shouldn’t feel right. They should get us in unforeseen circumstances that have indicator lights. Blue lights normally your attention and they should make conspired to circumvent the vigilance of indicate the gear-up configuration (for you think about what you’re doing. a lot of good pilots. ■

September/October 2020 Water Flying 37 Splash-in MARION LAKE FLY-IN 2020

Burke Mees

The current trend of canceling pub- which elevated his status to full blown The Grumman theme of the fly-in lic events did not affect the Alaska hero. In more normal times he would goes back to the founding days with Grumman Fly-In at Marion Lake. The have just been another miscellaneous Terry Smith, but that part of the event tradition continued uninterrupted, and participant, but this year he was the has never been strictly enforced. The the July event took place on schedule main attraction. fly-In is mostly a general summertime for the 12th straight year. gathering open to Rob Hutchison hosted people who arrive by Tthe usual crowd with any means. Photos of a feast that included the event are posted at the traditional grilled alaskagrumman.com. salmon and large pot of If it seems like we’re chili. That’s not to say living in uncertain things were entirely nor- times when schools mal. It was perhaps a may never open and sign of unusual times football may never that only one Grumman resume, then you might attended. Many of the be reassured to know regular attendees were that one thing in life is absent due to vari- certain: the 13th annual ous lame excuses, but Alaska Grumman Fly- Carter Garrett made In will occur on July 17, an appearance in a 1945 2021. You can put that Lycoming-powered on your calendar and G44A Super Widgeon, count on it. ■ LAURIE FORD

It’s called the Alaska Grumman Fly-In, but the annual July get-together on Marion Lake attracts seaplanes of all types. LAURIE LAURIE FORD

38 Water Flying September/October 2020 Splash-in

Carter Garrett’s 1946 Lycoming-powered G44A Super Widgeon was the star of the show. LAURIE LAURIE FORD

U.S. POSTAL SERVICE STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Required by 39 U.S.C. 3685)

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Water Flying September/October 2020 39 Calendar

FEATURED EVENT

September 19 - 20 - New York: Wings & Wheels vided between Depot Park, the village, the car barn, Hammondsport. Wings & Wheels in Hammondsport, and the new Best Western Plus in Hammondsport New York, has, unfortunately, been canceled for 2020. during the weekend. Rooms adhering to the exclusive But great news for seaplane pilots: We still have Depot “We Care Clean” program are available at the Best Park reserved and we want you to come! The park Western Plus Hammondsport with a deep discount will be closed to all boat traffic for our exclusive use. when you mention you are an arriving seaplane pilot. This includes the beach for amphibs and the docks A hot, made-to-order breakfast is included with your for straight-floaters. While there will be no activities sta y. Please book direct at 607-224-4120. Rooms at intended for spectators, the Curtiss Museum and the Keuka Lakeside Motel are sold out but you can the Wings & Wheels event committee have a special call them at 607-569-2600 to confirm. On Sunday we plan in mind. Plan to arrive Friday 9/18 late afternoon again encourage general flying and airplane noise (the park is ours at 5:00 pm) or Saturday 9/19. While for as long as you can stay with us. If we’ve set the you’re with us, flying around the lake and general buoys, they will still be out. The event committee and airplane noise are highly encouraged. Plus, if there’s, Curtiss Museum are deeply saddened by having to interest we will set the buoys in their usual location cancel the spectator event but the splash-in goes on. for spot-landing practice and competition. Saturday A special thanks goes out to the guys who, while we evening there will be a private party at Cam’s Car Barn, were in Speculator, suggested we do the splash any- where you’ll enjoy a catered cookout and open bar, all way. Please let us know if you’ll be coming by emailing of which are complimentary for seaplane pilots and Cameron Dunlap at [email protected] or calling 607-542- crews. Complimentary transportation also will be pro- 9005. See you in Hammondsport!

www.seaplanes.org

40 Water Flying September/October 2020 Calendar

At the time of publication, there was uncertainty about September 18 - 20 - Minnesota: Minnesota the status of many events because of the ongoing coro- Seaplane Pilots Association's Annual Safety navirus pandemic. Please check with individual organiza- Seminar, Madden’s on Gull Lake, Brainerd. Twin Cities tions to confirm whether each event is being held. Sectional chart. This wonderful event, since 1976, is about promoting safety. We welcome seaplane, ski- SEPTEMBER 2020 plane and wheel-plane pilots to the Saturday full-day seminar. Friday night fish fry on the beach. Evening banquet on Saturday. Restaurant, marina, fuel, and September 11 - 13 - Wisconsin: Eagle River Seaplane grass runway at East Gull Lake Airport (9Y2) and hard- Splash-In. Officially, the fly-in is canceled due to the surface runway at Brainerd Lakes Regional Airport virus. Unofficially, a lot of members would like to get (KBRD), docks, sand beach. Camping at the East Gull together that weekend. If you’re interested in coming Lake Airport also available. Madden’s on Gull Lake for an unofficial event, you must contact Maple View is located at 11266 Pine Beach Peninsula, Brainerd, Resort and reserve a cabin. The restaurant will not be MN, 56401. Reservations call 800-642-5363; fax 218- open but the bar will be open for drinks and frozen 829-7698; email [email protected]. Other pizza. All cabins have a grill and kitchen. There will be questions contact Steve Guetter at 952-484-9457 or the option for group shopping at local stores. If some- [email protected] or www.mnseaplanes.com. body needs fuel, let us know ahead of time so we can work it out. For reservations call Maple View Resort September 19 - 20 - Indiana: Indiana Seaplane Pilots directly—Jerry or Tony—at 715-479-4600. For fuel Association 18th Annual Splash-In on the shores of call Dan at 404-242-1550 or Dave at 715-892-1712; Lake James, Angola, IN. Pokagon State Park on the www.mapleviewresort.com. waterfront and lawn of the historic Pottawatomi Inn. This

Please notify Peter Christie, [email protected] and the Seaplane Pilots Association [email protected] with any new or updated information. The information in this calendar of events has been provided to the Seaplane Pilots Association by volunteer seaplane pilots. If you feel that there is a mistake, please notify SPA as soon as possible.

September/October 2020 Water Flying 41 Calendar event is a Midwest favorite for pilots and guests alike. friends. Open to the public. We will be following the Arrive anytime Friday evening through Saturday to enjoy recommended guidelines for health and safety, so Pokagon State Park and fellowship among the guests. mask up. Fly in or drive in. Pancake breakfast 8-10 A bonfire and barbeque are planned Saturday at 6 pm. am. Contact Joel Meanor for more info at joelmean- Sunday we will showcase our straight-float aircraft [email protected] or call 817-832-5064; www.txaaa.org. along the shoreline and fill the waterfront lawn with amphibious aircraft. Breakfast and lunch are served in October 16-17 - Texas: Cedar Mills South Central the Pottawatomi Inn dining room. Pilots who fly in will Safety Seminar & Splash-In/Fly-In, Lake Texoma, receive vouchers for complimentary dining. Direct your Gordonsville, Texas. Since 1997. Cedar Mills Marina questions to [email protected]. & Resort. Registration and pilot social Friday night, seminars Saturday, and Octoberfest pilot dinner with OCTOBER 2020 special aviation guest speaker. Pancake breakfast and fly-by Sunday. Visit www.cedarmills.com for more information or call 903-523-4222. Note: at press time October 7 - Colorado: The Colorado Seaplane organizers of this event had not yet confirmed that it Initiative in cooperation with the Seaplane Pilots will take place as scheduled. Association Presents Seaplanes and Community Services. 1 am-6 pm, The Wings Over the Rockies October TBA - Florida: Monster Splash Halloween Air and Space Museum, Discovery of Flight Complex Seaplane Fly-in, Lake Dora, Tavares—“America’s at Centennial Airport (APA). We are hoping to have a Seaplane City.” N28-48.043 W081-43.655. If you have CL-415-EAF water bomber as well as a PB Y. never been to Tavares Seaplane Base (FA1), you need to see what the city has provided for seaplane pilots. October 10 - Texas: 59th Annual Fall Festival Tavares has two seaplane events each year, one in the of Flight. Gainesville Municipal Airport (KGLE), spring and one in the fall. Or stop in any time—Tavares Gainesville, Texas. Pancake breakfast fly-in. Come caters to seaplanes. Join us at beautiful Wooton Park on out, enjoy the airplanes and have breakfast with for competitions such as the Smashing Pumpkin Drop.

Seaplane Pilots Association Become an SPA member Who belongs to the Seaplane Pilots Association? Everyone who loves seaplanes! Anyone who enjoys fl ying them, riding in, seeing, reading about, or learning more about seaplanes... •Federal, state, and local representa- •Members-only website tion to help keep our waterways open •Seaplane insurance program •SPA publications: •Technical referral services The bimonthly Water Flying •Special information mailings magazine, Water Flying Update, a •Car rental discounts bimonthly e-newsletter, and Water •SPA insignia items Landing Directory •Affi nity MasterCard A membership in the Seaplane Pilots Association is only $59 per year, which includes six issues of Water Flying magazine, access to the members-only section of the website, and all of the benefi ts above.

Visit www.seaplanes.org or Tel. 888/772-8923

42 Water Flying September/October 2020 Calendar AND REAL ESTATE Prizes and awards. Seaplane pilots who fly in receive a $10 dining voucher to downtown restaurants. Parking, seaplane ramp, docks, and grass shoreline. Visit www. tavares.org for information and registration packet.

October TBA - Wisconsin: Annual Fall cleanup weekend at EAA AirVenture Oshkosh Seaplane Base. This event has been postponed to an as-yet undetermined date. For more information please con- tact Kim Jarosz, Volunteer Co-Chairman, at seaplane- [email protected] or call 920-764-2887.

NOVEMBER 2020

November 7 - Annual Seaplane Pilots Association Member Meeting. 1-2:30 pm (EST). Please join meet- ing from your computer, tablet or smartphone: https://global.gotomeeting.com/join/214447949. You can also dial in using your phone: U.S.: +1 312-757- SEAPLANE DESTINATIONS 3121; access code: 214-447-949 . See SPA in Action (this issue, page 4) for details.

November TBA - Florida: DeLand Sport Aviation Advertise in Showcase, DeLand Municipal Airport (KDED), DeLand, FL. This event has been postponed to an Water Flying as-yet undetermined date, possibly January 2021. An interactive trade show for the recreational aviation community. Aircraft and exhibits will be on display. The best way to reach Featuring demonstration flights, showcase flights, active seaplane pilots ALL YEAR! educational forums, keynote speakers, hands-on workshops, underwing camping, pre-owned aircraft For more information, contact Peter sales lot, live music, food vendors, and more. For more 516.808.6272 or [email protected] information, visit www.sportaviationshowcase.com. ■

ADVERTISING INDEX house_ad.indd 1 9/3/20 12:03 PM

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September/October 2020 Water Flying 43 SNAPSHOTS

“Back from the hunt” is how Jonathon Hinson described this photo of two de Havilland Beavers operated by Brooks Range Aviation in Bettles, Alaska. He took the shot while travelling and working in Alaska.

“This is my son grant on the wing at the Tavares Seaplane Base in Florida,” says Jay Curtis.

Uly the Goldendoodle in front of Joel Jungemann’s Cessna 185C on EDO 2960 straight floats. Joel took the photo at Devil Lake, Ontario, Canada.

Capturing all of the beauty of seaplane fly- ing is the simple goal of "Snapshots." Send your best high-res photo, along with a brief explanatory caption, to [email protected].

44 Water Flying September/October 2020