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speed (usually about 80 knots). But after five or six takeoffs, I got the hang of it.
Having previously owned a C185 on straight floats and having some unwelcome encounters with docks, another concern of mine was the inability to stop the airplane on water. So, I also had an MT reversible 3-blade propeller installed. It is a wonderful thing, both on land and on water. In most tight parking spots, you can reverse the propeller, back straight out, make a 90-degree turn in reverse, then nonchalantly go on down the taxiway as the ramp guys stare in amazement. The effect on water is even more impressive – pull right up to the dock, put it in reverse, and stop exactly where you want. The engine can also be stopped with the prop in feather. This is very handy when starting the engine without any dockside help. You can start the engine and then deal with your lines without the airplane pulling
away. Reversible propellers are common in the turbine float planes I have flown, but I find the MT propeller a little easier to control than those powered by a PT or Garrett.
After installing the floats, I started doing different backcountry flights and comparing the differences with what I was doing in tailwheel configuration on land. There are more landing options with floats, at least in my sec- tion of the Northwest. Many rivers with isolated sections,
lakes up in the Cascades, and islands in the San Juan’s are all open to seaplanes. They each come with their own cautions. For example, if operating off salt water, you must be careful that here at 48 degrees North, we commonly have 3 to 4-foot tides. If you are not careful, you could pull the airplane up to the beach, go have a nice picnic, then come back to find the airplane stuck high and dry for the rest of the day.
It is mid-winter now, and the weather has been restricting much of my Cessna 180 flying on either floats or wheels, leaving me to sit by the fire and wonder what I should do when the season changes. I am thinking about putting the airplane back in tailwheel configuration and seeing if all those backcountry airports in Idaho I flew into 30 years ago have changed much. Thus far, my trip down airplane memory lane has had no unpleasant surprises. I will let you know about Idaho.
Kevin Ware is an ATP who also holds CFI, MEII and helicopter ratings, has more than 10,000 hours and is typed in several differ- ent business jets. He has been flying for a living on and off since he was 20, and cur- rently works as a contract pilot for various corporations in the Seattle area. When not
working as a pilot he is employed part time as an emer- gency and urgent care physician. He can be reached at kevin.ware2@aol.com.
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February 2023 / TWIN & TURBINE • 19