Seaplane Airline
(continued) Regardless of their career goals, the common denominator of Kenmore Air's pilots is that they simply love the job. Work for them is just plain fun. They all share the same twinkle in their eyes, the same spring in their step. Considering the fact that Kenmore Air salaries are somewhere between $25,000 as a flight instructor and $60,000 as a senior Part 135 pilot, money is not the primary motivation. In addition, the major portion of the flying season is limited to half the year.
So ... what's it like to fly for a seaplane operation? I had the distinct honor of experiencing just that. After lunch, and prior to our informal evening social gathering, I became Jamie's nonfunctional co-pilot on a portion of Kenmore Air's scheduled flights to some of the San Juan Island destinations.
I watched as my flight instructor transformed himself into professional pilot mode, sliding his father's Alaska Airlines epaulets on to the shoulders of his white uniform shirt.
Once the Beaver was lifted off its perch by the fork lift and then transported over to the launching ramp, Jamie began the preflight process. As part of the procedure, the 450-horsepower Pratt & Whitney R-985 radial was started and allowed to warm-up. Even though the equivalent of the airplane's brakes (lines tied to cleats on the dock) was set, it was disconcerting to see a propeller turning without a pilot in the cockpit.
On numerous occasions, Jamie exclaimed that Kenmore Air's mantra was flexibility. This day was no exception. At first, Jamie was told to expect to fly direct to one of the San Juan Island destinations. Within minutes of that plan, he was then advised that he would be flying the airline's marketing manager and a revenue passenger to the main Seattle departure and arrival dock on Lake Union. After he dropped off the two passengers he was to continue toward the first of three San Juan Island destinations.
Considering the shuffling that seemed to occur as a normal part of the scheduled flying, I wondered how the logistics were handled in order to facilitate successful service. I had my answer after a brief visit to the dispatch office. Don, a veteran dispatcher, shed some light on the subject.
Communications with each airplane is accomplished via various methods. The VHF radio is utilized for a good portion of the communication. Pilots not only use the VHF channels to broadcast their positions to other traffic, but they also talk among themselves to adjust the efficiency of passenger pick-ups or drop-offs. Dispatch can contact each airplane via a discrete company HF frequency. If all else fails, personal cell phone use at the dock can solve a communication problem.
Although scheduling airplanes and pilots is accomplished via a computer program, Don displayed an organized spreadsheet that he still uses to record the day's activities. A large erasable board behind Don listed the maintenance status of each airplane. If the immaculate condition of the airplanes were any reflection, the maintenance department was top notch. I would find out later that no matter how small the discrepancy, the problem would be rectified.
Dispatch also wears the crew schedule hat. If more pilots are needed for the day, they are called from a reserve list. Most of the reserve pilots are involved with other professions, but often jump at the opportunity to spend the day in a seaplane.
As with most airlines, the pilot management structure is similar. Kenmore Air employs both a director of flight operations and a chief pilot. Their duties and responsibilities include, but are not limited to: operational issues, pilot records and hiring.
It is difficult to articulate the pure joy of merging water with an airplane, so I'll forgo the attempt. For moments at a time, I sat in awe as I viewed spectacular scenery from the unique vantage point of a Beaver floatplane. The diagonal grey slant of nearby rain showers served only to enhance the experience rather than to cause anxiety.
I reveled in the throaty sound of the radial engine while Jamie flew us to Orcas Island and the quaint docks of Rosario, West Sound and Deer Harbor. I watched as he employed his dry sense of humor, developing an immediate rapport with his passengers. Whether Jamie was on his best behavior with me or not, it was obvious that he was enjoying the experience as much as the customers.
Needless to say, when Jamie offered me the left seat for our ferry flight from Lake Union back to the Lake Washington base, I was ecstatic. Aside from fumbling while raising the water rudders and having to make a circle or two, I got us airborne and over to Kenmore Air Operations without too much trauma. The airplane felt immediately comfortable. Perhaps it was my nearly 3,000 hours in another de Havilland product from years past.
The visit to Kenmore Air culminated in one of the most enjoyable check rides of my lifetime. Fred Brink, a veteran pilot for the airline with a colorful and varied life background, conducted the test. The check ride was more a practical application on seaplane flying than it was an examination of precise skills. I slid the temporary certificate into my wallet with pride.
I was now a part of the seaplane world. And in a very small way, I felt as if I was also part of a very professional airline, and a fun one at that.
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