Alaska Trip Belated Thanks

[jdoran]

Thanks to those of you that gave me some advise on where to go and what to do on our trip in August. Thanks especially to Dick Smith and Steve Long.

We arrived at Anchorage and stayed three days in the Millenium Hotel right smack on Lake Hood. I flew two days with Herman Reuss in his Tcraft on floats. He showed me one huge pointer to reduce my takeoff run. Afternoons were spent on the outdoor patio bar at the hotel sippin' an Alaskan Amber and watching the beavers, cubs and otters return home and land. AWESOME!!
If you ever have the chance, fly with Herman, he knows his stuff.

Scared the hell out of several moose.

We rented a car and drove down the Turnagain Arm (Thanks Dick) along Cooks Passage.

We flew commercial to Juneau and transferred by Cherokee 6 to Gustavas and stayed two nights in a cabin. We spent our last day on a 100' catamaran exploring Glacier Bay. Also great.

Everyone told me I wouldn't want to come home, and they were right.
I plan to go back and explore the northern part next.

John Doran 3728T
F-19 on Aqua 1500's

[Dano"T"]

Re: Alaska Trip Belated Thanks

Don't keep us in suspense....what's the big pointer for reducing water run on take off. We (I) wait with baited breath. I just got floats for my T-Craft and would love to know any good techniques. Glad you had a good trip. I'll have to try and pencil in a trip up there for some fishing, hunting, or flying...my favorite 3 things.

[jdoran]

Re: Alaska Trip Belated Thanks

The pointer he gave me was pretty simple, but makes sense, and really did make a big difference.

His logic is that the normal effects of p-factor, torque, corkscrew slipstream, etc require right rudder to compensate, but on a seaplane, the left float also runs more submerged that the right one for the same reasons. So, add the extra friction of a deflected (from centerline) rudder, and a more submerged left float, it takes more distance to get the plane up to flying speed.

He made me start my takeoff run with about 1/3 to 1/2 right aileron similar to a take off into a right crosswind. This helps raise the left float up onto the step quicker, and greatly reduces the need for right rudder. Next, as you approach takeoff speed, you simply roll the yoke the rest of the way to the right, and lift the left float up completely. Now you only have one float (half the friction), and you quickly pick up speed and lift off.

I could see the difference both ways in his plane, and when I returned home, I use it on mine. I really make a big difference, especially when you have a passenger.

John

[Dano"T"]

Re: Alaska Trip Belated Thanks

Thanks..I'll try it out. My plane is at Baumann floats getting a new set of BF-1500's put on..I can't wait to try her out. Then we'll have to take them off for the winter I guess . I'll post pictures of the new floats on the plane as soon as I can.

[Robert Lees]

Re: Alaska Trip Belated Thanks

I know that some float pilots do a "curving take-off". A similar benefit can be gained when on wheels (admittedly I've never flown on floats, so the principles of the technique might be completely different):

I regularly start my take-off run absolutely not aligned with runway heading...sometimes up to 180 degrees. I use the inherent "left swing" to pull me to the left, round the corner until I line up with the runway heading (quite often using full right rudder to arrest the turn), but generally I am airborne by then. This seriously reduces the effective ground roll.

Is this the same in principle to your float technique (without the "heavy" left float argument)?

Rob

[mhorowit]

Re: Alaska Trip Belated Thanks

...sometimes up to 180 degrees.
Rob

is this a typo? - Mike

[Dano"T"]

Re: Alaska Trip Belated Thanks

Similar concept...when you go to get an SES you are required to learn the standard seaplane techniques for the appropriate conditions. There are different takeoff, landing, and taxiing techniqes for whatever water condition you face. When in glassy water, for example..the standard technique is to do a 1 float takeoff as described above to counteract the "sticky" water (glassy water creates significantly more suction on the floats) and lifting one float off first cuts the suction in half. My instructor showed me the "Circle) takeoff method as a tool for getting out of a small lake. You literally takeoff in a circle. Head down wind on the step at 35mph or so and you can turn just like a boat on the water...just be sure to apply aileron in the direction of the turn to counteract the obvious force downward put on the outside float...then turn into the wind...your already almost at flying speed so add power and lift her off the water. When you get airborn and look back at the wake you made it's incredable how small of an area you can do this in. If anyone is in need of a bi-annual...I'd recommend going to get an SES some weekend..it counts as a bi-annual because it is adding a new rating...for $600 I got a weekend of fun flying, a BFR, and a new rating...it truly is the most fun I've ever had flying.

[Robert Lees]

Re: Alaska Trip Belated Thanks

typo?

No, Mike...270 as well, if you like, but only for fun...it serves no useful purpose. The 360 eludes me, however.

Rob

[mhorowit]

Re: Alaska Trip Belated Thanks

Did you see the northern lights? Did you hear a wolf howl? Those are two things I'd like to do - Mike

[jdoran]

Re: Alaska Trip Belated Thanks

One other quick story about Alaska:

Some of the local pilots were grumbling about all the ATC rules at Lake Hood. I had one of my Washington DC sectionals with all the restricted airspace and showed it to them. Most of them told me I was crazy to fly at all in the DC area. Remember we have the following in our immediate area:

Washington National Airport (Reagan)
Dulles Airport
Baltimore Washington International
Andrews Air Force Base
Patuxent Air Force Base
Camp David (P40)
The Washington ADIZ
The Washington FRZ (no fly)

I guess I never really thought too much about flying in the area because I always have dealt with restrictions and ATC. Hell, Lake Hood was a walk in the park compared to flying at home.

Water flying magazine asked me to write a small article on flying a seaplane inside the Washington ADIZ. I did my best-it's in the October issue, haven't seen it yet, but it's suposed to be in the mail.

Here's a Washington Post article about flying in the DC area, it's worth reading for anyone that worries about terrorism affecting the right to fly.

John

[Steve Long]

Re: Alaska Trip Belated Thanks

Glad you had a good time in Alaska, John. I took my plane off floats a few weeks ago now as the frost is definetly on the pumpkin here in Anchorage. I have an F21 on Aqua 1500's. I learned a lot from flying with Herman also, and his wife is a terrific instructor as well. I like the way his T-Craft performs with those little EDO's but they don't take rough water like the Aqua's. Next time you come up let me know and we'll go look for bears across the inlet. Steve.

[Dick Smith]

Re: Alaska Trip Belated Thanks

John, Glad you enjoyed your trip up here. I figured you would be "hooked" by this place. I drove the loop around Lake Hood a couple days ago and then made the trip around Turnagain Arm to get home to the Kenai. I've done that routine dozens of times and never get tired of it. I always see something new and interesting around Lake Hood, or get a new idea. The Turnagain drive was like something out of a coffee-table photobook.
Am looking forward to meeting you when you make it up again.
Acroeric is planning to get here one of these days, as well as Len Petterson. I've had the privilege of meeting Darren Lucke and Flyer1 after they came up, one by Taylorcraft and one commercially. It can be done! Dick

[Guest]

Re: Alaska Trip Belated Thanks

No, Mike...270 as well, if you like, but only for fun...it serves no useful purpose. The 360 eludes me, however.

Rob

lol, good one Rob