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Aircam Training > Aircam Flight > Flashcards

Aircam Flight Flashcards

1
Q

Engine Start

A
  • Avionics off
  • Master (key) on
  • Auxiliary fuel pumps on
  • Clear props and blast area behind
  • Apply brakes
  • Advance throttle approximately 1”
  • Begin cranking first engine
  • Alternate starting left and right engines first
  • If no start in 3 seconds begin tapping primer up to 6 times until engine starts. If no start, move to second engine and repeat. Do not crank more than 10 sec without giving the starter a break.
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2
Q

Engine Starter Limitation

A

Do not crank more than 10 sec without giving the starter a break.

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3
Q

During Start when should primer be applied

A
  • If no start in 3 seconds begin tapping primer up to 6 times until engine starts. If no start, move to second engine and repeat. Do not crank more than 10 sec without giving the starter a break.
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4
Q

Flooded engine starting procedure:

A

Auxiliary fuel pump off. Open throttle to ¾ and crank till start up. Rapidly reduce power to 2,500 rpm upon start up. Maintain 2,500 rpm until excess fuel is consumed. Crank engine for a maximum of 10 seconds. Allow starter to cool down in between cranking cycles.

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5
Q

After Engine Start Check

A
  • Upon start up, check for oil pressure and voltage increase.
  • No oil pressure in 5 seconds, shut down engine.
  • Turn off Auxiliary fuel pumps after start up
  • Warm up engine at 2,000- 2,200 RPM until smooth.
  • Avionics master on
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6
Q

There are 3 types of water taxi and turns that are used with seaplanes:

A

1) Idle – is the best method of taxiing because there is less splashing of water in front of the floats.
2) Plow – is the least desirable because of water splashing off the front of the floats
3) Step – Taxi is used to travel long distances in a short period of time when the water is sufficiently calm

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7
Q

Idle Taxi

A

Idle – is the best method of taxiing because there is less splashing of water in front of the floats. 1400-1800 RPM, Stick back, Ailerons into wind (Headwind), Ailerons away from wind (Tailwind).

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8
Q

Plow Taxi

A

3500-3800 RPM, Ailerons into wind (Headwind), Ailerons away from wind (Tailwind).
To turn from upwind to downwind when the wind is too strong for an idle turn, use a plow turn. The plow turn is accomplished by configuring the seaplane to weathervane in the reverse sense.
In the nose high plow attitude, the center of buoyancy shifts aft, allowing the seaplane to reverse weathervane with the wind now affecting the nose instead of the tail.

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9
Q

To accomplish a plow turn:

A

1) Let the seaplane weathervane into the wind.
2) Pick a 90-degree reference point off on of the wing tips to help determine when the seaplane has turned 180 degrees and to determine aileron shift point.
3) Initially apply power 4000 RPM and after the nose high plow is achieved, reduce power on downwind engine to approximately 3500 RPM dependent on wind strength. On the AirCam, this is a lot of throttle movement! Use full rudder in the direction of the turn and opposite aileron (into the wind). As the seaplane crosses the 90-degree point, position the ailerons away from the wind.
4) When established downwind, neutralize the rudder and ailerons.
5) Reduce power as required for downwind taxi.

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10
Q

Taxi in EXTREMELY WINDY CONDITIONS

A

IN EXTREMELY WINDY CONDITIONS, DO NOT ATTEMPT A PLOW TURN DUE TO THE VULNERABLE POSITION OF THE AIRCRAFT WHEN BROADSIDE TO THE WIND!

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11
Q

When the wind velocity has increased to the point that a plow turn is no longer safe

A

When the wind velocity has increased to the point that a plow turn is no longer safe, sailing the seaplane to the downwind side of the lake may be a desirable alternative. In some cases, the seaplane should be taxied to the upwind side of the lake. Make an idle turn in the lee (protected area of the lake) or secure the seaplane while waiting for the winds to subside.

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12
Q

Prior to step taxi:

A

1) Clear the area of obstacles.
2) Consider the water surface conditions.
3) Do I have adequate room?

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13
Q

Step – Taxi

A

Initially power up to 3800-4000 RPM to get the AirCam on step, then on Upwind about 4000 RPM, Downwind about 3800 RPM, Turns at 3800 RPM, Ailerons as required to maintain wings level.
During step taxi, the wing surface (lift) supports about 30% of the weight of the seaplane and the floats (hydrodynamic) supports about 70%.
Be “patient” when transitioning from displacement onto the step. Do not relax back pressure on the stick too quickly.

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14
Q

The most common reason for porpoising

A

Be “patient” when transitioning from displacement onto the step. Do not relax back pressure on the stick too quickly. The most common reason for porpoising is because the stick is not in the proper position.

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15
Q
  • Sailing
A
  • Sailing
    o Engines off. (re-arm magentos)
    o Place stick in direction that you desire the tail to go.
    o Opposite rudder.
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16
Q

ENGINE RUN-UP

A

Clear behind
Point into wind if possible Apply brakes (on land)
Auxiliary fuel pumps off
Left engine increase throttle to 3,800 RPM
Ignition check – A & B 250 RPM max drop
Check engine gauges o.k.
Back to idle - 1,400-1,800 RPM and smooth
Repeat with Right engine

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17
Q

Minimum Fuel for Takeoff

A

Land Verify both fuel tanks – 1/3 minimum
Water Verify both fuel tanks – 1/4 minimum

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18
Q

BEFORE TAKEOFF CHECK

A
  • CIGARS
    C – Controls Free and Correct
    I – Instrument Check
    G – Gas
    A – Airplane Runup
    ▪ Oil temperature can be under 120*F for run-up but do not exceed 4000 RPM
    ▪ 3800 RPM each engine independently
    ▪ Mag check – up to 300 RPM drop/up to 50 RPM differential
    R – Radios Set
    S – Switches (Lights/Fuel Pumps On/Canopy Closed (if equipped))
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19
Q

Engine Loss Before Rotation

A

Engine Loss Before Rotation – Reduce throttles to idle, maintain directional control

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20
Q

Engine Loss After Rotation

A

Engine Loss After Rotation – Full throttle, Maintain VYSE 55, Identify/Verify, fly pattern and return for landing or land ahead if not maintaining altitude

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21
Q

Takeoff Flaps

A

Land Zero
Water 25

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22
Q

NORMAL TAKEOFF AND CLIMB

A

43 mph – Rotate
60 mph – Climb
Flaps Land Zero Water 25
Apply full power and maintain lane (runway) heading with rudder. Initially, the nose will pitch up significantly and then a secondary subtler nose pitch will occur. At this time, relax the back pressure on the stick and the floats come out of “displacement” from the water and the seaplane will transition onto step.
Once on step, maintain a slight amount of back pressure on the stick and the seaplane will lift off at about 40-43 MPH. Then, climb at 60 MPH “attitude”.

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23
Q

Note: The seaplane takeoff is divided into four phases.

A
  1. Displacement
  2. Plowing
  3. Step
  4. Liftoff
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24
Q

Water Takeoff Direction

A

Select the longest lane (runway) on the lake consistent with the wind direction even if it means using a crosswind. Apply full power and maintain lane (runway) heading with rudder.

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25
Q

Takeoff Checklist: Just Prior

A

F – Flaps
A – Area Clear
T – Trim
S – Stick Full Back

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26
Q

NORMAL APPROACH AND LANDING

A

65 mph – Land
60 mph – Water
3000-3200 RPM (approx.)
Flaps Zero – Land 25* - Water

27
Q

Abeam your touch down point, on the downwind leg (WLNOT)

A

W - Wind, Water depth and conditions (minimum 12 inches)
L - Lane(length)
N - Noise abatement
O - Obstructions (both on and under the surface).
T - Towers, Terrain and traffic

28
Q

Minimum Water Debth

A

12 inches

29
Q

When entering Downwind, pilots are trained to use the GIFFTS checklist:

A

G – Gear Appropriate Position
* Gear Up for water landing – Two blue lights – 4 straw gear indicators all up
* Gear Down for land landing – check two green lights. Hold gear down control switch in the down position for 4 seconds after green lights come on. Check all four straw gear indicators down.
I – Instruments Check – Engine Instruments Green/Altitude Check/Speed Check
F – Fuel Pumps On
F – Flaps As Desired
T – Trim
S - Speed

30
Q

Crosswind Takeoffs and Landings on the ground use flaps

A

dings on the ground leave flaps up! Note the crosswind capabilities are reduced when using flaps!

31
Q

Water Landing pitch attitude and flare

A

Approach at 60 MPH level off at 10 feet above the water in approximately a step attitude. As the speed dissipates, use continuous aft stick pressure to keep the nose up while the seaplane approaches the water. Target touchdown speed should be between 40 MPH and 50 MPH. After touchdown when you feel the water, slowly continue to apply full aft stick pressure and reduce power while the floats settle into the water (displacement). Maintain lane (runway) heading with rudder.

32
Q

CONFINED AREA TAKEOFF AND MAXIMUM PERFORMANCE CLIMB

A

1.Position the seaplane approximately crosswind with the stick to the left (left aileron).
2.Apply takeoff power and accelerate straight ahead until the seaplane is up on step.
3.Once on step, start turning the seaplane to the left (turning towards the wind).
4.Plan a circular pattern so the takeoff is directly into the wind. Once the right float begins to lift off,maintain a shallow bank.
5.Rotate at 43 MPH and accelerate to 50 MPH VX until obstacle is cleared
6.After takeoff, maintain a left climbing turn correcting for drift similar to a “turn around a point”.
7.Continue the left turn in a circular pattern until enough altitude is reached to clear the obstacles.
Note: the stronger the wind, the initial heading can be more into the wind.

33
Q

CONFINED AREA APPROACH AND LANDING

A

60 MPH-3000-3200 RPM-Flaps Full – 40*
1.Object is to contact the water at the minimum safe airspeed using a stabilized approach at notmore than 1.3 VSO. In the AirCam, use flaps down, 50-55 MPH.
Note: Use caution when reducing power speed bleeds off rapidly at idle.
2.Touchdown within the available water landing area, at or within 200 feet beyond a specified point,with no side drift, minimum float, and with the airplanes longitudinal axis aligned with the desiredlanding path.
3.A go-around is acceptable.
4.Apply elevator control as necessary, to stop in the shortest distance.

34
Q

25 Degrees of flap is verified

A

25 Degrees of flap is verified when the inner trailing edge of the flap aligns with the wing trailing edge to aft fuselage sweep cable.

35
Q

When should full flaps be used

A

Note: Use full flaps for rough water/confined area
landings only. In this case remember to reduce flaps to
25 degrees for take-off.

36
Q

GLASSY WATER TAKEOFF AND CLIMB

A

43 MPH – Rotate
60 MPH – Climb
1.Choose the longest available lane (approximately 30% increase in takeoff distance).
2.Once established on the step and adequate speed has been obtained, put in slight left aileron togently raise the right float (maintain a shallow bank).
3.Use rudder as necessary to maintain lane.
4.Allow the seaplane to fly itself off the left float, then return wings to level.
5.Maintain a positive climb attitude as to avoid flying back into glassy water.

37
Q

What is the takeoff penalty for glassy water

A

(approximately 30% increase in takeoff distance).

38
Q

In a Glass Water Takeoff If you are unable to lift the right float

A

step taxi to break the surface of the water. From the step taxi position, takeoff in the direction of your original selected lane. Take off parallel and close to the shoreline for visual cue reference in case of an engine failure during climb out

39
Q

GLASSY WATER APPROACH AND LANDING setup

A

60 MPH 50-55 MPH – Crossing LVR
Approx. 3800 RPM Flaps 25

40
Q

What are the dangers
with a glassy water landing

A

Glassy water is the result of little or no winds thus making the surface of the water smooth and mirror-like. The more detailed the reflections are, in the water, the more difficult it becomes to judge one’s height above the surface. Attempting a normal landing on glassy water is dangerous because of the absence of depth perception and visual cues.
With no wind, the ground speed will be higher. Make sure your selected lane (runway) is long enough and you remain clear of obstacles.

41
Q

What is Last Visual Reference

A

(LVR) is the point at which the water meets the shore or vegetation extending from the shore. If the proper glassy landing attitude is not established by the LVR, a go around must be initiated.

42
Q

GLASSY WATER APPROACH AND LANDING procedure

A

1.Determine long landing lane with an obstruction free approach.
2.Choose Last Visual Reference, LVR.
3.On downwind, abeam the LVR, set flaps to the wire, WLNOT.
4.On final, approach LVR with idle power.
5.Pitch- prior to crossing the LVR, set pitch up to “step attitude”.
6.Power-once the proper pitch has been established for 150 feet rate of descent, applyapproximately 3800-4000 RPM resulting in a speed of 45 MPH to 50 MPH.
7.Patience- maintain pitch and power and allow the seaplane to fly itself onto the water.
8.Upon touchdown, close the throttles and maintain a positive pitch attitude, with aft sick pressure,until the seaplane has slowed to displacement.

43
Q

ROUGH WATER TAKEOFF AND CLIMB

A

Flaps 25
40 MPH – Rotate 60 MPH – Climb
1.Flaps to the wire – 25*
2.Use a higher nose up attitude during takeoff run to lift off at 40 MPH (Minimum Speed)
3.Maintain lift off attitude initially, then relax back pressure for a normal climb out.

44
Q

ROUGH WATER APPROACH AND LANDING

A

Flaps 40
60 MPH App; 40-45 TouchdnP
Approx. 3500 RPM
Similar to a soft field landing.
1.Flaps full down
2.Approach 55-60 MPH.
3.After level off, add some power, approximately 3500 RPM.
4.Land at minimum airspeed, nose up.
5.Power off and stick full aft upon touchdown.

45
Q

Rough Water limitation

A

Note: In extreme winds, consider landing closer to the upwind side of the lake to avoid the large waves.
Don’t land in water that is too rough, if you wouldn’t want to ride in a small john boat across a rough body of water, then it is too rough for the AirCam too.

46
Q

SHORT-FIELD TAKEOFF ON LAND

A

50 MPH Flaps 25

47
Q

SHORT-FIELD APPROACH AND LANDING ON LAND

A

Flaps 40
50-55 MPH Approx. 3200 RPM

48
Q

MANUEVERING DURING SLOW FLIGHT

A

3000 ft AGL min altitude ACS / 2000ft AOM

49
Q

POWER OFF STALLS

A

3000 ft AGL min altitude ACS / 2000ft AOM Note: No stall warning on Air Cam

50
Q

POWER ON STALLS

A

65% of Available Power (3600-4000RPM) Bank not to exceed 20 degree if in a turn + 10degree straight flight

51
Q

STALL SPIN AWARENESS (PARE)

A

Power (close the throttle),
Ailerons (neutralize),
Rudder (full deflection in direction opposite the spin),
Elevator (first, stick forward to un-stall the wing).

52
Q

STEEP TURNS AND PERFORMANCE MANEUVERS

A
  • 45-degree Bank 70 MPH + 100 ft + 10 kts + 5 degree
  • VA 77 MPH
53
Q

Engine fails to shut down with ignition switches moved to the off position.

A

Reduce throttle to idle.
Turn on Aux fuel pump and actuate primer to shut down engine. Hold primer on until engine floods. Shutdown will be rapid.

54
Q

Landing gear malfunction.

A

Landing gear fails in the full down position - Make a (Land) runway landing.
Landing gear fails in the fully up position - Make a water landing. (Water)
One gear fails in the up position – Raise the gear and make a water landing. (Water) Always make sure the nose wheels are up for the water landing.
One gear fails in the down position – Lower the other three gear and make a (Land) Runway landing.

55
Q

Landing Gear position uncertain

A

Note: in each case if pilot is uncertain gear is locked in the fully up or down position - touch down at the lowest possible speed using full flaps as wind conditions allow. Do not attempt a water landing if one or more gear may be down.

56
Q

Prop strike in flight

A

If a prop strike occurs in flight, causing a high level of vibration, identify which prop has been damaged. Bring one engine to idle and the other one to full power. If the prop damage is causing vibration the powered-up engine will see an increase in the intensity and frequency of vibration. If altitude and single engine performance allow, shut down the engine that is vibrating and land as soon as possible.

57
Q

Emergency in flight inspection of damaged propeller

A

Once identified and shut down
With the ignition switches off the pilot may tap the starter on the dead engine turning the prop small amounts allowing the pilot to see each blade one blade at a time. Using this technique, the pilot may assess the damage and determine if restarting the engine with the damaged propeller is an option.

58
Q

Engine Failure in flight

A

Both throttles full forward
Maintain 55 - 60mph indicated ASI
Rudder as needed
Both Aux fuel pumps on
Identify the bad engine
Verify – bad engine, point to the tach with low RPM and pull throttle to idle
5 degrees of bank into the good engine.
Add 5 degrees of flap if additional climb performance is needed
Gear up for minimal drag and for water landing.

59
Q

When should a failed engine be shut down

A

The bad engine will produce zero thrust at normal idle at 55 -60 mph IAS. Anything above normal idle will yield some thrust and help climb performance. If engine RPM drops below 2,000 in flight and does not respond to the aux electric fuel pump then shut it down to reduce drag.
Shut Down – if necessary
Land at the nearest safe location.

60
Q

What is VMC

A

43 MPH
VMC is the minimum flight speed at which the aircraft is directionally controllable with a bank of no more than 5 degrees when the remaining engine is operating at takeoff power.

61
Q

Which is the critical engine and what is VMC

A

At any airspeed below VMC, there may not be sufficient rudder authority to counteract the yawing moment and maintain directional control of the airplane. Critical engine is the right engine and VMC is 43 MPH.

62
Q

What is the critical engine on the AirCam

A
  • Critical engine is the engine whose failure would have the most adverse impact on the handling qualities of the airplane.
  • With props rotating CCW (view from pilot’s seat counter clockwise), the descending blade on the right engine is close to the centerline. The left engine descending blade is farther from the centerline which creates greater yawing force if the right engine fails. Therefore, the right engine is the critical engine on the AirCam.
63
Q

VMC Demo

A
  1. Reduce Power on the critical engine (AirCam Right) to idle.
  2. Power On operating engine set to takeoff (Full).
  3. Establish Single engine Climb Attitude with Airspeed 10 MPH Above VSSE
  4. Establish a 5 degree Bank toward Operating Engine
  5. Increase the Pitch Attitude Slowly to reduce the airspeed at Approximately 1 MPH per second while applying Rudder pressure to maintain Directional control until Full rudder is applied.
  6. Recognize Loss of Directional Control
  7. Recover promptly by simultaneously reducing power on the Operating Engine while decreasing the Angle of Attack as necessary to regain Airspeed and Directional Control.
  8. Recover with 20 degrees of the Entry Heading.
  9. Advance power to Accelerate to VSSE (50 MPH)/VYSE (55 MPH)

Aircam Training (2 decks)

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