Float plane annuals

My company has 3 float planes, 2 206s, and a 180/185 cross breed. The operate part 91 (different rules than the other airplanes, less intense maintenance requirements) so during the busy summer, the often get the bare minimum so we can focus on the part 135 planes. So now that it is winter, we work through more thorough inspections, fix the problems that we discovered over the summer (instead of just preventing symptoms) and take extra time to show them some TLC.

The 180/185 was first in. We changed the struts this summer, but put on a loaner pair since we hadn't bought our own yet. They got painted, and then we realized that they weren't the same strut. The length was teh same, they were just a much wider, beefier, strut. So instead of wasting 1500 dollars worth of new parts, we called the FAA up to ask for approval to put them on. The inspector agreed, and we attached the new struts. We also re-painted the leading edges of the wings, and the front spreader bar. It wasn't to the point that the airworthiness was in question, but it prevents it from getting to that point. Plus passengers feel much more secure in a plane that looks pretty, regardless of its actual airworthiness.

Before we pushed that one out, we brought in the next one, a 206. Major projects on this one included a leaking fuel tank, and replacing seat rails, plus a couple spots that needed sheet metal work. I ended up working on the seat rails, and discovered the rollers on the seats were also really worn out.

The last one to come in needs the floats changed. I wasn't around when the issue happened this summer, but from what I hear, running a float plane up the shore tends to poke holes in the floats. I am looking forward to that project! We are waiting until its a little warmer outside, so planes don't need stored inside overnight.

The float planes are keeping us busy, but work is still slow. I am looking forward to this summer when it will be a bit more fast paced.

time change

Who's brilliant idea was daylight savings time? Losing an hour of sleep was not awesome. Its made this week pretty rough, getting up at a time that my body feels is an hour earlier than normal.

It's just surreal to watch the sun set after 8, and not be really dark till after 9. It certainly gives more daylight to enjoy the evenings.

I enjoy watching the sunrise in the morning, and occasionally will get up early on Saturday to watch the sunrise with multiple large cups of coffee.

Benjamin Franklin, I am unsure of whether to curse you or thank you.

80 degrees of teperature change

Perhaps the most enjoyable aspect of my trip was the warm sunshine. When I pulled into the Anchorage airport at around 11:30 PM, the welcome sign indicated an outside air temperature of 7 degrees. Better than the -20 registered at home.

The first stop on my trip was Seattle. I had a really quick layover there. So quick that I basically walked off one airplane and on to the other. As I boarded, I could feel the cool damp Seattle air. There were piles of mostly melted snow from their weird winter weather as we taxiied for the runway.

Even though I slept through both flights, I found this detail interesting. The flight from Anchorage to Seattle is 4 hours, while only 3 hours from Seattle to San Diego. Not only is Alaska really big, its really far away. This detail baffled acquaintances throughout my trip, and contributed to the "hardcore Alaskan mountain woman" reputation I gained.

When we landed in sunny San Diego, I was in heaven. It was around 60 degrees, not too hot to melt, but warm enough that I could remove layers and soak up some sunshine. I managed to get sunburned twice during the week, but both times faded into a tan. I remember looking in the mirror and being surprised at how nice I looked, even before makeup. I realized it was mostly to do with the fact that I wasn't the ghastly pale Alaskan that I am used to seeing.

On the day I left, the weather couldn't have been more beautiful. I kept asking myself why in the world I was getting on an airplane and leaving. Especially after I read the weather observation from home. -15. I did what I could to enjoy the last rays of warmth before we ascended into the subzero temperatures of 757 appropriate cruising altitudes. I'm pretty sure I moped all the way to Seattle, my entire layover while observing the gray drizzle, and the entire flight into Anchorage. I was redeemed some the next day by sunshine, but it was not warm. I could feel any color I had gained during the week being sucked out as I covered every inch of skin with layers. As much as I want to absorb some more rays, I realized that frostbite isn't worth it.

Sunny San Diego, I will admit it. I am smitten with you.

signs that you work for a 135

(refer to post on 7/22/2010 for longer definition of a 135)

135 refers to the rules under which my company operates. Its a little different than your typical airline, both in size of aircraft and nature of operations. Here's a quick, basic, generalized definition: 135 refers to on demand operations, while 121 refers to airliner operations with scheduled routes.

So as I embarked on a trip to the lower 48, I realized several little things that I wasn't used to, even though I am on and off "commercial" airplanes a lot.

1. While I had to make certain my suitcase was under 50 pounds, I did not have to weigh myself for the flight.
2. There are some things that I can't take with me as a carry-on.
3. My stuff won't be within arms reach in the event of a stop somewhere.
4. Security? I have to go through security?
5. Its still a thing that you have to take your shoes off, right?
6. What do you mean I can't sit up front with the pilot?
7. I probably won't know anyone on the flight. Nor will I be familiar with their family that regularly flies with that particular air carrier.
8. Right, I don't work for these guys.
9. Oh I guess I actually have to turn off my cell phone...

Eventually, I got over the differences. But it was a good start to my "tropical" getaway!