Adding a Seaplane Rating-My Experience


I am a low time (250 hrs.) private pilot. When I completed my private in 1997 I planned on taking the usual route of adding additional ratings/privileges. Instrument-Commercial-Multi, were all things I viewed as being on the horizon. I got started, as was many hours into my training. Then life struck. Change in employment, Change in marital status, a long distance move. These were all things that forced my flying onto the back-burner.

When the stars realigned and I had the time, opportunity, (and of course money) to get back “into” flying, several years had passed. A couple of false starts, and finally back to flying with something close to regularity happened in the fall of 2003.

I still wanted to complete my instrument and commercial instruction, but I wasn’t ready to dive back into that quite yet. Being a big history buff, as well as a fan of anything nautical, I started looking at the seaplane rating as something “fun” to do, while exposing me to a different side of aviation, and hopefully “sharpening” my skills as a pilot.

I began to research, and initially started looking at those locations closest to me here in the Los Angeles area. This meant most likely Lake Havasu/Colorado River, or a couple of locations farther north in California. I made the decision that if I was going to learn to fly floats; I wanted to do it where float flying was a way of life, “the real deal” so to speak. That meant either Washington State, or Alaska. I must admit I also had the “Walter Mitty” syndrome, and wanted to see what being a “Bush Pilot” was about. I chose Alaska.

Research led me to Moose Pass Alaska, and “Alaska Float Ratings”, which is part of the Scenic Mountain Air operation. Their website, as well as the ad I had cut out of the Pacific Flyer newspaper promised “real bush flying”, “taught by real working bush pilots”.

<img src="http://www.backcountrypilot.org/gallery/albums/userpics/10164/normal_DSC00596.JPG" align="left">I put down my deposit and anxiously waited all summer. I had booked the Labor Day Holiday week. I had chosen a package that included 10 hours of flight time, covering 4-5 days of training.

So, there I was on Labor Day, at 0900 ready to go. The drive in from Anchorage was beautiful, and I spotted several super cubs ready to go down at the docks.

Vern Kingsford, the owner, (and more importantly the DPE) started the training off by introducing us (class of four for the week) to the instructors. All are working pilots in Vern’s 135 operation. We would rotate instructors based upon availability and to give each student a different perspective. After some ground instruction, it was time to go fly.
The first flight was an overview, and introduction. It also was used as a familiarization with the Super Cub on floats. Slow Flight, steep turns, stalls, and basic handling were all gone over. At the end of the hour, we descended to follow the river back to Trail Lake. This was used to get the feel of the aircraft. I knew this was going to be different than anything I had ever done before. All my experience has been in Cessna’s and Piper Warriors. I quickly learned what rudder pedals are actually used for, and what my feet should be doing! With a river below us, trees looking uncomfortably close (for this L.A. area pilot!) and mountain wall’s towering up nearby it was definite excitement!


My meager abilities of writing do not do the scenery justice. After landing we debriefed, and I prepared for my next lesson by studying up some of the handouts. This was the way each of the days went. On each of the following day’s leading up to the check ride I flew at least twice a day, which left time for study, as well as sightseeing in the area.

This course really gets you “back to basics”. My previous training was conducted at a small college in Arizona. It was great training, and they have a good program. But, just like many schools it is a “pipeline” style of school, teaching what it takes to fly in the ATC system, and preparing most of its students for “Airline” style jobs. Flying “by the numbers”, so to speak. I thought I had learned to fly in the mountains. Boy was I wrong. Flying comfortably over some mountains, or around them (Southern Arizona) is sure not flying IN THEM! Let alone landing on a tiny lake with gusty winds amongst them.

I then thought about the FBOs I had been renting from over the past two years, and the checkout’s and training I had been given. Many times procedures that are drilled into your mind are more for the FBOs benefit than your flying safety and skill in my opinion.

How many times during a checkout were you cautioned against “jockeying the throttle” or to be “smooth and gentle” with the throttle. Flying floats teaches you to “use what you have”. I don’t mean abuse the aircraft, but not be “tentative” with the controls, especially the engine.

After the first couple hours, and several firsts for me; such as, first float experience, first stick aircraft experience, first tandem seat experience, first bush flying experience; I concluded that my past training although “quality” had more or less just taught me to “operate an aircraft” instead of learning to truly “fly a plane”.

Learning to read the water, the winds, even the leaves on the trees was an eye opening experience for me. No ATC influence or attempt to make your decision for you. It’s all on you.

Vern joked that you get a mountain flying course embedded into your float course for no extra charge. He was right about that. The location there at Moose Pass was perfect for this. My check ride proved this to me.

When it came time for my check ride on Friday, conditions were dead calm at the Trail Lake base. To get the proper conditions we had to fly to a couple of nearby lakes. Just a couple miles away conditions were ok, but gusts of nearly 30 were kicking around. I had my work cut out for me. While commuting to the lakes that Vern was going to use for that portion of my check-ride, he showed me some additional mountain flying techniques. As an LA area pilot, being told to go “closer to the mountain” for better conditions really made my eyes go wide.

This is what I signed up for. Not just the scenery, or the thought of “really flying in Alaska” (which was great), but trying to absorb some of the experience of people who do this for a living and in Vern’s case have many thousands of hours of experience.

To sum it all up, it was the best flying experience I have ever had. It has really lit a fire to improve my “basic” skills that sometimes seem to go to the wayside. I plan on adding a tail wheel endorsement as soon as possible. Oh, and even though Vern made me work for it, I did pass my check ride!

I recommend Alaska Float Ratings highly. I know there are many quality instructors out there, but in my mind they are top’s there in Moose Pass.

Sounds like you had a great, FUN learning experience. Awesome!
I've always thought that getting a float rating in the sunny California or Arizona desert in the middle of a chilly wet PNW winter would be a fun vacation.
I saw a video a while back, all about getting a float rating in a J3 in Florida-- I think it was at Jack Brown's. Looked like fun. Plus I always thought you might get a little more out of it by learning float op's in a lower-powered airplane like a J3, than in a SuerCub or 180-- you wouldn't have all that power to "bail you out" (get it? ), it would depend more on skill.

Eric

Boy can I relate. After having flown since 1976 (high school days) and being a burnt out 1100 hour Cessna driver. I flat quit flying about 8 years ago. The majority (900 hours) was in a 206 we owned back then and although I had some tailwheel time (read fun stuff) mixed in there in cubs etc. I really didn't miss it. Last spring, after a practical application to fly presented itself once more, I decided I better go line up an instructor and get a BFR. Through an old aquaintance I heard about Norcal Aviation and Terry Campbell, her C-150/150 on floats and her seaplane training. The kicker was the ranch and lake she flew off of was 20 minutes from work. It all made too much sense. What I didn't count on was the absolute thrill of flying floats. Terry and I spent a few days spaced out over a few unseasonably rainy weeks visiting just about all the lakes in our area while I was supposed to be learning. Somehow in all the enjoyment, I earned my rating and received a whole new perspective to flying. That day I vowed to never let myself get bored with avaition again. Somehow, I managed to justify buying a Maule and I haven't looked back. If I do ever get bored again, I know Terry and her 150/150 are just a phone call and 20 minutes away. By the way, all those river canyons and lakes you were afraid to drop in on for lack of a good place for a forced landing, suddenly become huge wide open airfields, beckoning the float equipped plane. If your burnt or bored, try floats, you won't be sorry...

Seems like I recall an on-going ad in the GA News for someobne who does float training on the Columbia River near Wenatchee in a SuperCub. I remember driving north on hwy 97 along the Columbia near Chelan several years ago & thinking to myself that it sure looked like float country.

Eric

dav3469

Your experience with Alaska Float Ratings was pretty similar to mine. Vern gave me my rating June 26, 2003. I had about 250 hours when I started the course, but fortunately almost all in a Super Cub. Flew with Blake Smith and Duane Hallman (a truly been there, done that pilot) working on the rating. Finally flew almost four hours with Vern on the last day. I was more interested in his mountain flying techniques than the seaplane stuff by that point. Vern is a master of the wind. We got out of one crater lake in just a few hundred feet by flying right next to a vertical rock wall the wind was going up. Went up like an elevator.

I guess the thing I came away with more than anything was that it is really easy to land on water but it is horribly unforgiving if you screw up.

375handh

375handh wrote:dav3469

I was more interested in his mountain flying techniques than the seaplane stuff by that point. Vern is a master of the wind. We got out of one crater lake in just a few hundred feet by flying right next to a vertical rock wall the wind was going up. Went up like an elevator.

I guess the thing I came away with more than anything was that it is really easy to land on water but it is horribly unforgiving if you screw up.

375handh

I agree with you. I hope to fly floats more often in the future, or even own a float plane. But even if I don't the mountain/backcountry instruction was invaluable.

"Backcountry" flying and aircraft were just a passing fancy or so I thought. I was going to get "serious" about purchasing a "real" travelling machine (read fast and expensive).

After this course, and more research I don't think that will be my purchasing plan now. If my wife and I want to go somewhere fast, where such capability is needed (long distance trip, ect) we will just rent from the place we usually do. Once I was in that Super Cub, it really lit a fire to own and fly a more basic aircraft.

Jr.CubBuilder wrote: Maybe someday, but for now I've got my work cut out for me mastering two wheels in front and one in back.

I am looking forward to adding a tailwheel endorsement soon, it really makes you "work" for it I have heard.

I too took Vern's course. He has a great crew that really loves to fly and appreciates the wonder that is Alaska as opposed to pushing ratings out the door. Taking the course late in the year (late Sept), there was plenty of wildlife to see and my instructors never hesitated to linger over sparing bull moose or a herd of caribou (without harassing the animals, of course). And while I had numerous options for the training - Oshkosh, Florida, etc., Alaska offered rapidly-changing and widely varying conditions that few other venues could offer. One day I was flying over glassy smooth lakes under crystal clear skies, while the next I was dodging snow showers while battling gusty winds into choppy bays.

And, I was able to take advantage of the "mountain flying" part of the course when I flew back to Alaska a year or so after my rating. Especially useful was having developed a knowledge of the Kenai as I worked on getting from Homer to Valdez with less than optimal visibility and ceiling.

Don't know if he still does it, but Vern also offers some flying options in South Africa during North America's winter.

Congratulations on your new rating.

Wow I always thought something like that would cost alot more. This is something that I would love to do after getting some more time and mountain experience! I have been wanting to go on an Alaskan vacation someday as well. Anyone know off the top how far out you would have to book for something like this?

Avid-

In my case I booked it last May, and went the week of Labor Day. That just happened to be the time I could get off work, not that their schedule was booked till then.

There are other provider's, but I will recommend Alaska Float Ratings with no hesitation.

I just wanted to add to the seaplane message. I too have flown with ol Vern there in Moose Pass, AK. I think he has a great operation. I am new to the BackcountryPilot.org scene. I am from McCall, ID and share everyones passion for true backcountry flying. I am currently a seaplane instructor in sunny AZ. Great place to be in the winter. I truly believe that it is one of the most valuable ratings a backcountry type pilot should get. It is another stick and rudder rating which will certainly compliment other facets of flying. Let me know if anyone has any questions about seaplane flying, or the rating.

Where are you based in AZ? What if someone were interested in coming down that way to do some dual?

Welcome to the site, hope you enjoy these crazy folks.

Z

I am working here in Bullhead City, AZ/Laughlin,NV. We operate a SuperCub, Cessna 150/150, and a Lake Bucaneer here on the Colorado River. We go anywhere from Lake Mead to almost Mexico on the river. Anyone can come schedule some dual if they dont want to get the full ASES rating.

I received my seaplane rating in a Super Cub at Shebley's in Bullhead, AZ last April. I am having floats installed on my C-185 the first week in May in Renton, WA. At that time I will get more instruction, whatever my insurance company requires/and or whatever I feel is needed to be safe.

Float flying in the northwest is a dream come true for me and this summer is going to be exciting. I look forward to this challenge as much as I did learning (still learning) tailwheel operations.

Ford Wilson

Ford,

Well come on out here. I work for Shebles, and trained the guy who probably trained you (Tom). I am glad that you like the seaplane flying, there is nothing like it.

Rob

Rob,

I've been meaning to come over to Laughlin/Bullhead City and spend a long weekend getting my floatplane rating with you guys for quite a while. Hopefully this spring bank account permitting, but most likely next fall.

Rob: Looks like George Sharp was my instructor but I can't read the signature of the examiner. Next spring my wife will probably get her seaplane rating on our way back from Baja to BC. Sheble's is the best location for us as we have a friend with a condo in Bullhead.

Doug:Thanks again for the help in figuring out my log in problems and also thanks for Zane's help as well. Ford

Hey Ford....I am headed down to Baja sometime soon in my Stinson. Let me know where you are at and I might stop in and buy you a cold one. I am a Baja Virgin, but am ready to head south. Maybe you could give me some pointers. I did join the Baja Bush Pilots, so that is a start.


Strata: Well hopefully you come on out and I will still be here. If all works out, I will be flying back in McCall by about May.

Seaplane Pilot: Rob, I sent you a PM did you get it? Ford

Ford,

Never received any PM.