I arrived at Victoria Flying Club (VFC) at 9am Friday morning, ready to go boating, I mean flying. The training aircraft is a "Cessna on floats" described here from the VFC seaplane training manual:
"Seaplane Training is conducted in C-FSTY, a Cessna 172E with a 4 Cylinder 180 horse power Lycoming 0-360-A3A 'Bush' Supplemental Type Certificate (STC) conversion. This aircraft is equipped with a fixed pitch prop, manual flaps and Edo 2000 floats. With a 612 lbs. useful load, this aircraft is ideal for Seaplane Flight Training. Because of the Engine modification, performance will be dramatically different from POH published values, as the Cessna 172E was originally powered by a 145 horse power Continental O-300-C. Take-off distances will be noticeably shorter and climb performance will be significantly greater than published. Keep in mind due to the larger engine, fuel consumption will be greater as well."
C-FSTY is in pretty good nick for an aircraft manufactured circa 1964. It's always kept on dry land at the end of each flying day, and thoroughly washed down with fresh water to minimize oxidization. If you look closely at the cowling you'll notice the little bump to accommodate the bigger engine. John and I clean the windscreen, fuel up and do the preflight which includes using a bilge pump to suck water that seeps into the floats!
The seaplane terminal (CAP5) is located adjacent to the Vancouver Island International Airport, and right underneath today's approach path, with 737's, A320's, Dash 8's and assorted other aircraft including a military Buffalo (memories of sitting in the back of the old RAAF Caribou) buzzing over every few minutes. It's a fun training area, under controlled airspace, close to the U.S. ADIZ (Stuart Island bottom right is in USA) and lots of terrain and man made obstacles, including a high voltage power line which has to be flown under (top left 665 feet above MSL), which I did later that day (a bit freaky at first but kinda cool). The training area is 10 miles to the North West, which includes Quamichan Lake where the circuit training is done.
As the sun started to set, I found myself a nice craft brew pub (The Churchill)- and a nice meal. This pub had 40 craft beers on tap. I took the small 4x sampler - don't let the perspective fool you - they are tiny glasses. Us pilot types are pretty lightweight drinkers the night before a flight.
"Seaplane Training is conducted in C-FSTY, a Cessna 172E with a 4 Cylinder 180 horse power Lycoming 0-360-A3A 'Bush' Supplemental Type Certificate (STC) conversion. This aircraft is equipped with a fixed pitch prop, manual flaps and Edo 2000 floats. With a 612 lbs. useful load, this aircraft is ideal for Seaplane Flight Training. Because of the Engine modification, performance will be dramatically different from POH published values, as the Cessna 172E was originally powered by a 145 horse power Continental O-300-C. Take-off distances will be noticeably shorter and climb performance will be significantly greater than published. Keep in mind due to the larger engine, fuel consumption will be greater as well."
C-FSTY is in pretty good nick for an aircraft manufactured circa 1964. It's always kept on dry land at the end of each flying day, and thoroughly washed down with fresh water to minimize oxidization. If you look closely at the cowling you'll notice the little bump to accommodate the bigger engine. John and I clean the windscreen, fuel up and do the preflight which includes using a bilge pump to suck water that seeps into the floats!
The seaplane terminal (CAP5) is located adjacent to the Vancouver Island International Airport, and right underneath today's approach path, with 737's, A320's, Dash 8's and assorted other aircraft including a military Buffalo (memories of sitting in the back of the old RAAF Caribou) buzzing over every few minutes. It's a fun training area, under controlled airspace, close to the U.S. ADIZ (Stuart Island bottom right is in USA) and lots of terrain and man made obstacles, including a high voltage power line which has to be flown under (top left 665 feet above MSL), which I did later that day (a bit freaky at first but kinda cool). The training area is 10 miles to the North West, which includes Quamichan Lake where the circuit training is done.
Training here is also a bit nostalgic for me as back in 2012 I did my US PPL and Instrument check-rides out of Billingham (KBLI) which is just across on the mainland US. I remember when doing approaches into Orcus Island I had to call up Vancouver approach, even though I was in US airspace! Donald Trump would never allow such nonsense.
To get the aircraft into the water we use the truck with a hydraulic lift and drive C-FSTY down to the ramp ready for blast off! Or should I say, cast off!
Once on the ramp, we strap in, do the remainder of the pre-flight, run through the pre-start checklist and power up. A good dose of power is required to get off the plastic ramp and into the water and then quickly lower the water rudders (the white fins you can see at the rear of each float). Without water rudders, at low power, a floatplane is fairly directionless and subject to any prevailing wind. With the rudders down, well it's just like a boat. Good job that I have in the past driven a few boats courtesy of my mates Shane and Greg in Australia.
Being within controlled airspace, we have to call Victoria clearance delivery for a verbal clearance, then contact tower for what is termed a "slide" in the direction requested. Seaplane take-offs are interesting. For those of us that have done some tail-dragger time it has some similarities. You start with the yoke all the way back, full power, nose high for a few seconds, gently easy the nose foreword until you feel you're riding on the step (the smaller footprint part of the float), then let the speed increase, increase, increase and lift off. Well it's not quite as simple as it sounds. Variables such as wind, the water conditions (swell, surface and currents) and any watercraft or buoys in the area, not to mention water depth and the shoreline - it all adds up. But that first take-off is a blast. Due to the reasonably calm conditions the aircraft felt like it was sticking to the surface - apparently something to do with surface tension. That tail-dragger experience definitely helps a great deal with loads of rudder required!
And the view!
Once in the air, the aircraft feels quite stable. This is apparently due to the stabilizing effect of the floats creating a streamline straining effect and low center of gravity. Careful use of rudder to coordinate the turns is necessary to minimize any pendulum effect. We fly out, climb to about 500 feet and turn to the North, following the channel between Victoria Island and Saltspring Island. The sight of trees at eye level, water below, it's was awesome. And being a regular Cirrus driver, with the parachute always available, having the water below any emergency landing is going to be a non issue.
As we approach the aforementioned high tension towers. From the VFR chart as I fly Northard, the left tower is 665 above mean sea level (MSL) and the right 1075 MSL. John tells me to descend to 200-300 feet and stay to the right shoreline. As we get closer the cables come into view with the aid of colored spheres that are spaced along each cable at intervals. John says the lowest point on the right is about 600-700 feet. It was an unnerving experience at first but would not be attempted without locals knowledge.
Now to attempt my first water landing. Pre-landing checks, reduce power, flaps down 10 degrees, 80 knots, and a normal landing flare and splashdown! With John coaching me all the way down it was very straightforward but hugely satisfying. John had figured out the wind by the pattern on the water and ensure I was pointed into the wind. Figuring out wind direction is tricky and comes with lots of experience. Several move take off and landings and it was time to attempt by first beaching! Yes that sounds like fun. And yes it was. This is the stuff of dreams - well pilot dreams at least.
In two hours we covered a great deal. According to my log book: "Aircraft preparation, preflight inspection, start-up, ramp / dock launching, displacement taxi, plow taxi, step taxi, normal take-off, rough water take-off, circuits, site preparation, normal landing, rough water landing, ramping, docking."
Day 1 we had a fairly early 1pm finish and plenty of time to do a post flight de-brief and a few tips and tricks from John. Due to the lovely late summer weather and the last minute nature of my trip, I had not been able to find any hotels on Saturday/Sunday night in Sidney, so I have to drive into Victoria, about 30 minutes from Sidney (that still sounds weird for an Aussie). That turned out to be a blessing. What a lovely place.
And, naturally, it has a thriving seaplane terminal. Direct flights to downtown Vancouver are popular.
Retired early back to the hotel, ready for day 2.
Click here to read about day 2 training.
No comments:
Post a Comment