ASES - Oral Exam Questions Flashcards
Idle Taxi Pre-Maneuver Checklist?
C-A-R-S Carb Heat (on or off), Area (clear surface and sky), Rudders (water rudders up or down), and Stick (elevator input).
Define the term “aircraft type” as it pertains to the certification of airmen.?
An aircraft type is a specific make and model of aircraft (e.g., Cessna 172/B737)
Define the term “rating” as it pertains to the certification of airmen.?
A rating is a statement that, as a part of a pilot certificate, sets forth special conditions, privileges, or limitations.
In the case of a seaplane rating, the rating extends the certificate holder’s operating privileges to include seaplane operations.
Describe the requirements to add an “airplane - sea” class rating to an existing pilot certificate with an “airplane - land” aircraft class rating at the same grade as the existing certificate (e.g., commercial).?
You must receive flight and ground instruction
an instructor endorsement
you must pass a practical test administered by an FAA inspector or designated evaluator.
No FAA knowledge (written) test is required.
Define the term “pilot in command.”?
The pilot in command is the person who has final authority and responsibility for the operation and safety of the flight; has been designated as the pilot in command before or during the flight; and holds the appropriate category, class, and type rating (if required) for the conduct of the flight.
At what point in a practical test does the applicant assume pilot in command responsibilities??
The applicant is assumed to be the pilot in command throughout the practical test. The instructor’s endorsement included in the applicant’s logbook attests to the applicant’s capability to perform the duties required of a pilot in command. The practical test is designed to test that endorsement by allowing the applicant to perform a variety of required tasks while acting as pilot in command. The evaluator serves in the role of an observer during the practical test.
What does the term VY mean??
VY is used to indicate the Best Rate-of-Climb Speed.
Required inspections that are required for seaplanes.?
AV1ATES
An annual inspection
A 100-hr. inspection
An ATC transponder inspection
An emergency locator transmitter (ELT) inspection
All applicable one-time and recurring airworthiness directives (ADs)
What documents are required to be carried aboard a seaplane??
ARROW
Airworthiness certificate
Registration
Radio station license (not required for domestic flights)
Operating limitations
Weight and balance information and equipment list
Why should seaplane pilots be especially concerned about 14 CFR Part 91.13, Careless and Reckless Operations??
- Because seaplanes operate in areas that are not designed or maintained with aircraft operations in mind, normal seaplane operations may be misconstrued by non-pilots to be careless or reckless.
- Consequently, seaplane pilots should always yield the right-of-way to other vessels and conduct themselves on the water as if they were a guest in someone else’s home.
Which FAR pertains to right-of-way rules on the water??
14 CFR Part 91, Section 91.115 established right-of-way rules for water operations.
If you are converging on an angle with another vessel on the water, who has the right-of-way??
The vessel to the right has the right-of-way. The other vessel should alter course to keep well clear.
When approaching another vessel on the water, head-on, what is the appropriate course of action??
Both vessels should alter their course to the right to remain clear of each other when passing.
If overtaking a slower vessel on the surface from behind, how should you proceed??
The slower vessel has the right-of-way. It would be my responsibility to alter my course to pass by, allowing plenty of clearance between the two of us. It is also my responsibility not to cut in front of the other vessel in such a way as to impede its progress or create a safety hazard.
Are all vessels on the water equal in terms of right-of-way rules??
No, powered vessels must give way to unpowered vessels. And while seaplanes are vessels, seaplane pilots should give way when in close proximity to watercraft because many boaters may not be aware of right-of-way rules or the practices and safety considerations unique to aircraft.
How does 14 CFR Part 91.119, Minimum Safe Altitudes, pertain to seaplane pilots during normal operations??
During takeoff and landing, the seaplane pilot should be alert to avoid flying low directly over waterfront homes, docks, or people on or in the water.
Outside of congested areas, aircraft may not operate within 500 feet of any person, vessel, vehicle, or structure.
How can you be sure a body of water is legal to land on??
The Water Landing Directory published by the Seaplane Pilot’s Association lists local, state, and federal regulations pertaining to bodies of water in the United States, including Alaska and Hawaii.
The Water Landing Directory is the most inclusive printed reference book available to verify the legality of operating from a given body of water.
Name the two main types of floats.?
Straight floats are designed for use on the water exclusively.
Amphibious floats are designed for use on the water or on the land by the inclusion of a set of retractable wheels built into the floats.
What does the number included in the name of a float set indicate??
The weight of fresh water the float set can displace, in pounds.
What percentage of the seaplane’s weight must a set of floats support??
A set of floats must support at least 180% of the seaplane’s weight.
This allows the floats to support the full weight of the seaplane without becoming submerged. It also allows for the seaplane to remain buoyant even if a float compartment becomes flooded.
How does salt water differ from fresh water in terms of seaplane operations??
Salt water is more dense and more corrosive. A seaplane will be slightly more buoyant in salt water than it is in fresh water. But it will need to be rinsed of salt deposits on a regular basis and will require careful inspection for signs of corrosion throughout its operational life.
What is the top surface of the float called??
The deck
What component is often added to floats to improve longitudinal stability??
A retractable water rudder.
Why should the water rudders be in the up position for step taxiing??
Whenever the seaplane is operated at high speeds, the water rudders should be retracted to prevent them from bouncing up and impacting the aft end of the floats, potentially damaging the rudder, the float, or both.
Why should the water rudders be in the up position for takeoff and landing??
Whenever the seaplane is operated at high speeds, the water rudders should be retracted to prevent them from bouncing up and impacting the aft end of the floats, potentially damaging the rudder, the float, or both.
Seaplane floats must have a minimum of how many watertight compartments??
Seaplane floats must have a minimum of four watertight compartments.
What is the reason for multiple watertight compartments in seaplane floats??
By mandating a minimum of four watertight compartments, the floats cannot be flooded by a single leak or breach.
How many of the watertight compartments include a bilge pump fitting or hatch to allow the compartment to be pumped out??
All of them. Each watertight compartment employs a bilge pump fitting or a hatch that allows the compartment to be purged of any water that has leaked in before flight is attempted.
If a leak does occur, will the leaking compartment completely fill with water??
No. The leaking compartment will only fill as high as the waterline. If the other compartments remain watertight, air will remain in at least the upper portion of the compartment.
What is the chine??
The chine is the area of the float where the bottom is joined to the upper portion of the floats.
What do we call the portion of the floats where the upper and lower portions are joined??
The chine.
What is the purpose of the spray rail installed on the inboard chine of some floats??
The spray rail deflects water from hitting the prop and causing damage to it.
When pumping water from the floats before flight, what might be indicated if one float compartment produces no water at all while the others produce an average amount??
If water can be pumped from several compartments but one produces none, it may indicate the bilge pump tube in that compartment is broken or has become disconnected. A mechanic should asked to look at the issue before the next flight.
How does the addition of a set of floats to the airframe affect the performance characteristics of our seaplane??
The seaplane will climb slower, cruise slower, and descend faster than it did before the floats were installed. The addition of floats will also lower our useful load because the floats are heavier than the landing gear they replaced. Floats allow the seaplane to operate from areas that were previously inaccessible to the landplane, but the performance suffers in all areas.
What is the process that allows the addition of a set of floats to a landplane airframe??
A supplemental type certificate (STC) is issued for the installation. The STC certifies that the airframe and floats will perform effectively together without adversely affecting the airworthiness of the aircraft.
If you are unable to pump water from a float compartment, what might that indicate??
The hose leading to the bilge may have broken or come loose from its fitting.
How often should water be pumped from the floats??
Prior to any flight.
How much does water weigh??
8.33 lb/gal
If you were to fly without pumping out the floats, what adverse indication might you find as you attempted to take off?.?
- The excess weight of the water may shift the CG out of limits.
- The extra weight of the water in the floats might put the seaplane over its rated maximum takeoff weight.
- The seaplane may not be capable of lifting off from the surface
During a preflight inspection, what is the focus of your inspection of the floats??
Visually inspect for damage or deformations to the floats and all mounting hardware. Inspect the cables that operate the water rudders, making sure that they are not damaged, kinked, improperly routed, or broken. Pump out all compartments to ensure they are free of standing water.
Pay special attention to any deformed or corroded fasteners that may require the attention of a mechanic.
Why is it preferable to conduct the preflight inspection on the land, if possible??
The seaplane can be inspected more effectively when it is on the land. The pilot has the opportunity to access all portions of the airframe, floats, and attaching hardware and inspect them closely.
How could an incomplete preflight inspection affect the safety of your flight??
It would be difficult or impossible to tell if the floats are damaged below the waterline. Damage that has not yet led to significant leaks could be exacerbated during taxi, takeoff, or landing, leading to a more serious problem.
What special consideration should the pilot give to the propeller during the preflight inspection??
The prop is vulnerable to significant damage from water spray during some seaplane operations. The propeller should be inspected closely to verify that it is free of chips, dents, or cracks that might be caused by impacting the water or other foreign materials.
Why is it important to inspect the water rudders and the cables connected to them prior to flight??
The water rudders provide better control authority on the water.
We need to know that they will function correctly when we need them to steer, especially when docking or beaching at the end of the flight.
The cables themselves are important because we need to be able to retract and extend the water rudders during various phases of operation.
If they were stuck in the down position, we could damage the floats during takeoff or landing. If they were stuck in the up position, we would experience control issues when idle or plow taxiing.
If the seaplane is in the water and one float sits noticeably lower in the water than the other, what might be indicated??
A seaplane that is not laterally balanced may indicate that excessive amounts of water may have leaked into one float or the seaplane has been loaded improperly.
Either option should be corrected before flight is attempted.
(Floatplane) How can you be sure any leakage has been pumped from the floats??
At least a small amount of water should be evident when pumping out each compartment.
When the flow of water stops, the compartment has been cleared of excess leakage.
(Monohull) How can you be sure the bilge has been pumped dry before flight??
Monohull seaplanes often have an electrically powered bilge pump to clear water that has leaked or spilled into the fuselage.
When the water stops flowing and merely spits from the outflow tube, the bilge is clear.
The POH for the seaplane will provide a more specific explanation of the system installed on your seaplane.
When idle taxiing on the water, what will happen if you retract the water rudders??
The seaplane will immediately begin to weathervane into the wind, even if there is only a slight breeze present.
What is the most effective method of determining the direction the wind is coming from??
Raise the water rudders while idle taxiing and allow the seaplane to weathervane into the wind.
What are three other methods of determining the direction of the wind on the water??
A glassy band of water indicates the upwind side of a lake.
Ripples and waves on the surface will form perpendicular to the wind.
In winds between 6 and 8 knots, streaks will form on the surface, parallel to the wind
Which taxi technique is the most commonly used??
Idle taxi is the primary method of taxiing the seaplane. The idle taxi provides good visibility, good engine cooling, and a minimal risk for water spray that can damage the propeller.
What are the advantages of the idle taxi??
The idle taxi technique offers good visibility, good engine cooling, and a minimal risk of damage to the propeller from spray.
What position are the water rudders in when idle taxiing??
The water rudders are down for idle taxi. They assist the air rudder and provide greater control on the water at low speeds.
What is the position of the elevator controls during idle taxi??
Full aft.
Although idle taxi is a slow speed maneuver, we never want to give the floats a chance to dip bow first into the water.
To prevent this, we hold full aft elevator pressure throughout the idle taxi maneuver.
Can the seaplane steer on the surface with the water rudders up??
Yes.
The step taxi is performed with the water rudders up.
Because of the higher speed, the air rudder has sufficient authority to provide good control.
The seaplane can be idle taxied with the water rudders up, too. However, the tendency to weathervane into the wind can make directional control an issue.
Which taxi turn has the smallest radius??
The idle taxi turn provides the smallest turning radius.
When is the step taxi technique used??
The step taxi is used to cover long distances at high speeds.
What are the advantages of the step taxi??
The step taxi offers good visibility, good engine cooling, and minimal risk of damage to the propeller from spray.
What position are the water rudders in when step taxiing??
Up.
We must be careful never to leave the water rudders down during high-speed maneuvers.
What tool do we have at our disposal that will help us remember to raise the water rudders before initiating a step taxi??
The CARS checklist.
The third item on the CARS checklist reminds us to position the water rudders up or down as appropriate to the maneuver.
What position are the elevator controls in during step taxi??
Slightly aft.
After holding full aft pressure to get the seaplane on the step while accelerating, we can relax pressure until we have only enough aft elevator control pressure to maintain the step attitude.
After getting the seaplane up on the step to step taxi, what power considerations do we have??
We have to reduce power slightly.
Why do we have to reduce power during step taxi??
The step taxi attitude is also our takeoff attitude.
If we maintain full power on the step, we will continue to accelerate and eventually take off.
What limitations do you need to consider when initiating a step taxi turn??
The wind is a factor when initiating a step taxi turn. The wind will oppose centrifugal force when the seaplane is turned from upwind to downwind, making a step taxi turn a safe maneuver.
When turning from downwind to upwind the wind works in conjunction with centrifugal force, increasing the likelihood the seaplane could roll over to the outside of the turn.
NEVER attempt a step taxi turn from downwind to upwind.
After landing, is it acceptable to perform a step taxi turn to reverse direction in order to travel to my touchdown point to setup for a takeoff??
Yes.
Because the headwind counteracts the centrifugal force encountered in the turn, it is permissible to make a step taxi turn to downwind after landing.
After step taxiing downwind to a position I want to take off from, can I perform a step taxi turn to get lined up in my takeoff lane??
No.
The wind will affect the seaplane in the same direction as the centrifugal force encountered during the turn.
This could lead to an unintended roll that could cause a wingtip to contact the surface or a float to submerge.
The downwind to upwind step taxi turn is not advisable.
If a porpoising occurs during a step taxi, how should you correct for it??
Increase back pressure slightly to ensure the seaplane is firmly established on the step.
If the porpoising continues, reduce the throttle to idle and smoothly increase aft elevator pressure until the seaplane resumes a normal idle taxi attitude.
What is the ultimate danger of porpoising that we are attempting to avoid by arresting its progression??
The oscillations could grow in intensity until the bow of the floats submerge and cause the seaplane to become inverted on the water.
When is the plow taxi turn used??
The plow taxi turn is used to turn from upwind to downwind in high winds.
What are the disadvantages of the plow taxi turn??
The plow taxi turn offers poor visibility, poor engine cooling, and a high risk of damage to the propeller from spray.
How can the plow taxi turn allow the seaplane to turn downwind in high winds when the idle taxi turn is not capable of turning the seaplane in the same direction??
The plow taxi technique temporarily moves the center of buoyancy aft by increasing power and holding full aft elevator pressure.
The combination of the accelerated slipstream over the rudder, the reduced resistance to turning caused by the bow of the floats being raised out of the water, and the center of buoyancy shifting aft allows the seaplane to pivot around the center of buoyancy in a downwind direction.
What is the CARS checklist??
The CARS checklist is a method of verifying the configuration of the seaplane while clearing the area before any maneuver is initiated.
The four items included in the CARS checklist are:
Carburetor heat, on or off
Area, clear
Water rudders, up for takeoff, landing, or step taxi, down for idle or plow taxi
Stick, as required
What is your first consideration before attempting a takeoff??
Determining the wind direction and speed are primary considerations before attempting a takeoff.
How could other vessels on the water affect your choice of a takeoff lane??
I need to remain clear of other vessels throughout my takeoff run, including the climbout.
If other watercraft conflict with my primary takeoff lane choice, I have to either wait for them to clear the area or choose a new takeoff lane that will allow for a safe takeoff.
As seaplane pilots, are we primarily concerned with obstacles in the water or out of the water when we are preparing to take off??
Both.
We have to be alert to obstacles in the water that could damage our floats and impede our takeoff, but we also need to be aware of any obstacles near the water or in the surrounding area that could adversely affect our takeoff, too.
Can you list three obstacles in the water that we should be alert to?.?
Stumps, rocks, and structures such as docks or floating platforms.
Can you list three obstacles that might exist outside the water that we should be concerned with??
Tall trees near the waterline, rising terrain in line with our takeoff path, and powerlines.
How can wave action assist you in determining the direction or strength of the wind??
Waves form perpendicular to the wind, giving a good indication of the direction the wind is coming from.
The size of the ripples or waves can also give a reasonable approximation of the strength of the wind.
Why do we raise one float during a glassy water takeoff??
Glassy water has an adhesive effect that tends to stick the floats to the water.
By raising one float we can reduce that effect by half, making it easier for the seaplane to lift off.
What safety concern should we be alert to when performing a glassy water takeoff??
When we raise one float out of the water, we have to be cautious not to raise it high enough to cause the opposite wingtip to contact the water.
(Monohull) What are the three primary options for performing a glassy water takeoff??
The three primary options are:
- A long takeoff run, if space is available.
This will allow enough distance for the seaplane to accelerate sufficiently and break free of the surface. - A circular takeoff run that extends the distance available for takeoff beyond the straight line distance available on the body of water from which the seaplane is taking off.
- Step taxiing across the surface several times to create waves to break up the surface tension of the glassy water.
What is the NTOWL checklist? (Explained)?
The NTOWL checklist is a systematic method of evaluating a potential landing spot before committing to it.
The five items included in the NTOWL checklist are
Noise: limit noise that will adversely impact people and businesses near the shoreline.
Terrain/towers: identify hills, trees, structures, etc. that could adversely affect a safe landing approach.
Obstacles: in the water and on the land that could adversely affect a safe landing.
Wind and water: note the direction and strength of the wind as well as the direction and size of the waves.
Landing lane: verify a clear landing lane of sufficient length to allow for a safe landing and the takeoff to follow.
What is the NTOWL checklist? (Short)?
NTOWL
Noise: Terrain/towers: Obstacles: Wind and water: Landing lane:
How does the seaplane traffic pattern differ from the pattern used by a landplane??
The traffic pattern is identical, although rather than being based on a fixed runway the seaplane pilot must adapt the pattern to each landing lane on an individual basis.
Any obstacles that may be present have to be considered before establishing a landing pattern at an off-airport or outlying location.
What is the key to a successful glassy water landing??
Establish a landing attitude and power setting before crossing the last visual reverence (LVR) and maintain both until the seaplane touches down on the surface. Never feel for the surface or alter the pitch and power setting unless a go-around is necessary.
How would you initiate a go-around from a glassy water approach to landing??
Increase power smoothly and allow the seaplane to climb up to a safe altitude before maneuvering.
What is the LVR??
The LVR is the last visual reference point a seaplane pilot can use to set a pitch attitude before crossing over the shoreline.
What is the significance of the LVR when making a glassy water landing??
The pilot must have the seaplane’s pitch attitude and power set prior to crossing over the last visual reference (LVR) in order to execute the glassy water landing correctly.
If pitch and power are not set before LVR passage, the task cannot be completed successfully on a practical test.
If you aren’t able to set pitch and power before crossing the LVR when performing a glassy water landing, what is your best option??
If you are not set up properly for a glassy water landing, it is best to go around and set up for a second attempt. It is never a good idea to force a landing on the water if you cannot get the aircraft set up for a stabilized approach.
Is the glassy water landing a good option when landing on a small body of water??
No.
Because of the technique required, the glassy water landing takes more space and requires a longer landing lane than any other water landing technique.
It would not be an appropriate choice for a small lake.
Why is it important not to feel for the surface when performing a glassy water landing??
The reflective nature of a glassy surface robs the pilot of any reliable depth perception.
The risk of touching down nose low or flaring too high and stalling into the water can both be prevented by maintaining pitch and power settings until touchdown when performing a glassy water landing.
When preforming a rough water landing, where would you plan to touch down??
The waves will be at their greatest height on the downwind side of a lake, so it is best to set up for a touchdown closer to the upwind side of the lake, where the waves will be smaller.
It is important to still allow plenty of room for safe landing and a go-around if necessary.
How is airspeed a factor during a rough water landing??
The goal in a rough water landing is to touch down at a minimum airspeed to prevent damage to the floats, attachments, or airframe caused by impact with the waves.
What are three ways of determining wind direction when arriving at a potential landing site??
A glassy band of water at the shoreline of a lake will indicate the upwind side.
Waves formed on the surface will be perpendicular to the wind.
Flags and rising smoke will be blown downwind, giving an indication of direction and, to a lesser extent, wind speed.
If you witness white streaks on the surface of the water, what does that indicate??
The streaks run parallel to the wind and can begin forming on the surface when winds rise to between 6 and 8 knots.
Is the NTOWL checklist necessary when making an emergency landing??
For safety, you should perform the NTOWL checklist before any landing.
But it is important to keep in mind that in an emergency situation the pilot’s first responsibility is to fly the airplane.
You should never allow unnecessary tasks like making radio calls to take precedence over the responsibility of actually flying the seaplane to a safe landing.
Is it possible to land a seaplane on solid ground??
It is possible and may be necessary in some cases, such as an emergency landing.
However, landing a seaplane on solid ground can cause significant damage to the floats and the seaplane itself.
A slippery surface such as grass is preferable to sand, gravel or pavement.
If presented with no option but to land on solid ground during an emergency, what issues may be a concern??
If the seaplane lands on a hard surface, such as gravel or pavement, it may slow so quickly upon touchdown that the seaplane could nose over.
Items in the cockpit should be secured and passengers briefed to prepare for an emergency egress from the seaplane immediately after landing.
What is the purpose of power-off sailing?.?
Power-off sailing can be used when winds are high, preventing the seaplane from turning downwind.
The seaplane can be sailed downwind to a point where a docking or beaching can be initiated in an upwind direction
Why do we want to dock upwind??
By traveling in an upwind direction when docking or mooring, we can lower our forward speed as much as possible.
Traveling upwind can also provide us with greater control authority because of the additional airflow over the control surfaces.
When power-off sailing, if I hold full right rudder and full left aileron, which direction will the seaplane travel??
The seaplane will travel in the direction the ailerons are held.
With full right rudder and full left aileron, the seaplane will travel backwards and to the left.
How would I position my water rudders for power-off sailing??
The water rudders should be in the up or retracted position.
To the greatest extent possible, we want the wind to affect the seaplane.
The water rudders will tend to counteract the wind and prevent the seaplane from moving as freely on the water.
When advancing on a mooring or a dock, where do you want to position your passenger??
A passenger who is assisting in a mooring or docking should be positioned on the float nearest the mooring point or dock, aft of the wing strut.
It’s important that the passenger not be positioned forward of the strut to prevent injury caused by inadvertently moving into the arc of the prop or from being squeezed between the mooring or dock and the strut.
What is a Mooring??
A mooring is a permanent or semi-permanent anchoring location. It is marked by a buoy.
when approaching a mooring, how would you position the seaplane??
I would approach upwind to limit my forward speed. The seaplane should be positioned with the mooring point just outside the path of a float.
The seaplane should never be positioned to allow the mooring to pass between the floats, where it might come into the arc of the propeller.
When beaching in an unfamiliar location, how would you approach the beach??
At an angle.
This allows me to turn away more easily if I determine the site is not conducive to beaching.
If I was not able to verify the area was clear of obstacles but still wish to beach there, I would shut the engine down and walk the seaplane to shore in order to prevent damage to the floats from underwater obstructions.
What is the 3Hs checklist??
Hatch: open;
Harness: unbuckled, free and clear;
Headset: removed.
What is the purpose of the 3Hs checklist??
It assures us that when we dock, beach, or ramp the seaplane we can exit without becoming entangled or impeded in any way.
When flying an amphibian, how could you avoid landing gear-down on the water or gear-up on the land??
By using checklists to verify the seaplane’s configuration, it is possible to prevent accidents like these from happening.
For the sake of clarity, some pilots use a blue-colored checklist for water landings and a green checklist for landing on runways.
In flight, what might a rough running engine or a loss of RPMs indicate, and how could you troubleshoot the problem??
Carburetor ice can form even in temperatures well above freezing.
Turning the carburetor heat on fully should cause the engine to run rougher due to the hot, less-dense air being directed to the intake.
If carb ice was the cause of the rough running, the engine should begin to run better within a few minutes.
If you were to notice falling oil pressure shortly after takeoff, what would be the appropriate course of action??
A precautionary landing would be called for.
Falling oil pressure can be an indicator of more serious mechanical issues.
I would bring the issue to the attention of the owner or operator of the aircraft so (s)he could arrange for a mechanic to investigate the problem
How would you overcome the effects of carburetor icing on your airplane (if carbureted)??
Full carburetor heat should be applied at the first indication of carburetor icing (usually a loss of manifold pressure for seaplanes with constant-speed propellers, or a loss of RPMs for a seaplane using a fixed pitch propeller).
How would you maintain engine power if the air filter became blocked with ice??
For carbureted airplanes, blockage of the air filter due to ice can also be overcome by turning on the carburetor heat because induction air is unfiltered when carburetor heat is used.
Fuel-injected engines have an unfiltered alternate air source located under the engine cowling; this source may be automatically activated by a pressure differential in the intake manifold, or it may be controlled by the pilot from the cockpit.
Are fuel-injected engines operated significantly differently than carbureted engines??
No.
The main difference is that an electric fuel pump is needed to pressurize the system before engine starting.
What is the purpose of priming an engine before starting??
When the engine is cold, fuel does not readily vaporize and mix with air to form a combustible mixture.
The primer is designed to atomize fuel to enable it to more easily mix with the air and enable the engine to fire several times.
Once the engine fires, it will usually continue running if the throttle and mixture controls are properly set.
What is one hazard of over-priming an engine?.?
Besides making the engine difficult to start, over priming an engine is a major cause of engine fires during start-up.
Excessive priming can cause fuel to pool in the intake manifold and even to flow out of the exhaust pipe when the engine is rotated with the starter
What is meant when an engine is said to be “flooded?”?
When an engine is flooded, the cylinders fill with a fuel-air mixture that is too rich to support combustion.
This condition usually develops after an extended starting attempt without ignition or when an engine is over-primed.
How can you start an engine that has been flooded??
The preferred method is to ensure that the magnetos are turned on, set the mixture control to the idle cut-off position, and open the throttle fully.
The engine should then be cranked with the starter until it starts to fire, at which point the starter should be released.
The mixture should then be simultaneously advanced to full rich as the throttle is pulled back to idle.
Refer to Section 4, Normal Procedures, in your POH for your specific airplane’s flood-start procedures.
Describe your airplane’s electrical system.?
Airplane electrical systems generally consist of at least the following basic components:
- At least one generator or alternator to produce electrical current
- A voltage regulator to control the output of the generator(s) or alternator(s)
- A battery to store electrical energy
- At least one bus bar to distribute electric current to electrical devices such as radios, instruments, and electric motors
- Circuit breakers or fuses to protect the electrical system from overload
- Switches to turn the battery, generator(s)/alternator(s), and electrical devices on or off
- An ammeter to monitor the output of the alternators and the load on the battery
- Associated electrical wiring
Discuss your seaplane’s electrical system with your instructor, or refer to Section 7, Systems Description, of your POH for your specific airplane’s electrical system design.
Describe the operation of your airplane’s retractable landing gear system (if amphibious).?
There are three main types of retractable landing gear systems: electric, hydraulic, and electrohydraulic.
The electric system uses a reversible electric motor to operate the landing gear and associated gear doors through a series of mechanical linkages.
The hydraulic system uses hydraulic pressure created by engine-driven or manually driven pumps to operate the gear through a series of hydraulic lines and cylinders and appropriate mechanical linkages.
The electrohydraulic system is similar to the hydraulic system except that hydraulic pressure is provided by an electric pump.
Refer to Section 7, Systems Description, of your POH for your specific airplane’s landing gear system design.
What holds the landing gear up when it is retracted??
Most retractable landing gear systems keep the gear in the wells using mechanical hooks called “up-locks,” but some systems hold the gear up using trapped hydraulic pressure.
Discuss this feature with your instructor, or you may refer to Section 7, Systems Description, of your POH for your specific airplane’s landing gear system design.
What indications are available to you to inform you that the landing gear is down and locked??
Most airplanes with retractable landing gear feature three green lights, one for each landing gear, that are illuminated by microswitches that close when each landing gear locks in the down position.
Many airplanes also feature external mirrors that allow you to visually check the gear position or are laid out in such a way that the landing gear is visible from inside the cockpit (e.g., on high-wing airplanes).
Other indications would include the lack of a “gear unlocked” warning light and the absence of a landing gear warning horn when power is reduced below a certain level or flaps are extended beyond a certain point.
Refer to Section 7, Systems Description, of your POH for your specific airplane’s landing gear system design.
What prevents the landing gear from being retracted while on the ground??
A landing gear squat switch, usually located on one of the main landing gear struts, prevents the landing gear from being retracted when the strut is compressed.
What is the emergency gear-extension procedure for your airplane??
Emergency gear-extension procedures vary considerably among manufacturers.
Some involve a hand-operated crank or pump, some are designed to allow the gear to free-fall into the down-and-locked position, and some require the use of a stored nitrogen charge to “blow” the gear down.
Refer to Section 7, Systems Description, of your POH for your specific airplane’s landing gear system design.
What conditions are necessary for the formation of in-flight structural icing??
The airplane must be flying through visible moisture, such as rain, fog, or clouds, and the temperature of the collecting surface where the moisture strikes the airplane must be 0°C or cooler.
How can aerodynamic cooling lower the temperature of the collecting surface to 0°C or cooler when the ambient temperature is still above freezing??
The decreased air pressure on the upper side of the wing surface produces a corresponding decrease in air temperature.
Which instruments operate from the Pitot-static system??
The airspeed indicator, altimeter, and vertical speed indicator all receive information from the static ports.
The airspeed indicator also receives information from the Pitot tube. Refer to Section 7, Systems Description, of your POH for details about your specific airplane’s instrumentation.
How is your airplane’s static system protected against blockage due to ice??
Some airplanes have heated static ports while others have an alternate static source, usually located under the instrument panel on the pilot’s side.
If the pitot tube became clogged or damaged, which instruments would be affected??
Only the airspeed indicator would be affected by a clogged or damaged pitot tube.
What instrument errors can be expected when using the alternate static source??
When using the alternate static source, the altimeter and airspeed indicator will indicate higher than normal, and the vertical speed indicator will show a momentary climb when the alternate source is selected.
Refer to Section 7, Systems Description, of your POH for details about the extent of each instrument error for your specific airplane.
Which flight instruments rely on gyroscopes for their operation??
The attitude indicator, turn coordinator, and heading indicator all use gyroscopes for their operation.
Which flight instruments are powered by the vacuum system??
Typically, the attitude indicator and heading indicator are vacuum operated, while the turn coordinator is electrically powered.
Refer to Section 7, Systems Description, of your POH for your specific airplane’s instrument power sources.
When flying a seaplane with gyroscopic instruments powered by a venturi, what precautions should the pilot observe??
The venturi does not produce a significant pressure differential at low speeds.
The pilot must remember that any gyroscopic instruments powered by the venturi will be unreliable until the seaplane has attained cruise speed.
The gyroscopes will then spin up to a proper speed and become functional.
What two primary factors, found on every performance chart, graph, or table, determine the performance of a given airplane design??
Weight and density altitude (sometimes subdivided into temperature and pressure altitude) are the two primary factors that determine the performance of a given airplane design.
These factors are found on every airplane performance chart, graph, or table.
If performance charts indicate the density altitude is too high to allow for a safe takeoff and climb, what can a pilot do to compensate for the conditions??
The only factor the pilot has direct control over is weight.
If the weight of the seaplane cannot be reduced enough to allow for a safe takeoff and climb, the pilot has no option but to wait for the density altitude to be reduced to an acceptable level.
Of the two primary factors that determine the performance of a given airplane design, which factor is under the pilot’s direct control??
Weight is the only factor under the direct control of the pilot that can be manipulated to change the airplane’s performance.
The pilot must accept whatever density altitude conditions exist at the time of takeoff or wait until they change.
Is the performance of a seaplane better or worse than an identical airplane that has not been modified with the addition of a set of floats??
The seaplane’s performance is worse.
Because of the additional weight and drag associated with the addition of the floats, the seaplane will climb slower, cruise slower, and descend faster than the landplane version of the aircraft.
Why is proper longitudinal balance critical for seaplanes??
Proper longitudinal balance is critical for any airplane, but it is especially critical for seaplanes.
Unlike landplanes, which are adversely affected by CG location only in flight, seaplanes suffer the effects of improper loading when taxiing, too.
An excessively forward CG may cause the floats to submerge when taxiing or on the takeoff run.
Why do you need to be concerned with lateral balance as well as longitudinal balance when operating a seaplane??
An improper lateral balance could cause a float to submerge or a wingtip to contact the water during taxi, takeoff, or landing.
It is important that all loads, including fuel, be distributed in such a way that the seaplane maintains an equal lateral balance.
What are two conditions that could cause a lateral imbalance to occur??
- Improper loading of passengers and baggage.
2. Excessive leaking into a float.
If you have a large bulky object to transport that will not fit inside the seaplane, what option does the pilot have available??
After obtaining an external load permit from the FAA, the load may be secured to the floats and bracing of the seaplane, provided it can be transported safely.
However, the external load permit does not relieve the pilot of adhering to weight and CG limits for the seaplane.
Is it acceptable to carry external loads on a seaplane??
A permit has to be issued from the FAA to allow external loads to be carried aboard a seaplane. It is permissible under that condition, but weight and balance issues still need to be considered.
The seaplane cannot exceed maximum gross weight limits or be loaded in a way that would move the CG outside of safe operational limits.
Aside from weight, what are two considerations when carrying external loads??
DRAG: Anything carried outside the fuselage of the seaplane will increase parasite drag that will counteract thrust. If the drag is excessive, the thrust will not be able to overcome it, preventing the seaplane from accelerating sufficiently to take off safely.
TURBULANCE: Anything carried outside the fuselage of the seaplane will create turbulence that will affect the handling of the seaplane. If the turbulence significantly inhibits airflow over primary control surfaces, such as the rudder or elevator, the seaplane may not be controllable in flight.
Define the terms “service ceiling” and “absolute ceiling.”?
The service ceiling is the maximum pressure altitude at which an airplane is able to maintain a 100 FPM rate of climb. The absolute ceiling is the maximum pressure altitude that an airplane is capable of maintaining. It is also the pressure altitude where VX and VY are equal.
Define the term “maximum takeoff weight.” What is your airplane’s maximum takeoff weight??
The maximum takeoff weight is the maximum weight approved for the start of the takeoff run.
Refer to Section 6, Weight and Balance and Equipment List, in your POH for your specific airplane’s maximum takeoff weight.
How can improper preflight inspection procedures affect the weight and balance of your seaplane??
It is normal for a small amount of water to leak into the floats whenever the seaplane is on the water. If that water isn’t pumped out before each flight, it could adversely affect the weight and balance limits of the seaplane.
At 8 lb. per gallon, a leaking float compartment could allow enough water to seep in to exceed the seaplane’s maximum weight or shift the CG location out of limits.
How does the addition of a set of floats affect the payload capacity of an airplane??
The floats and attaching hardware weigh more than the landing gear it replaces.
Consequently, floatplanes have a lesser payload capacity than the landplane equivalent airframe.
How does the addition of a set of floats affect the maximum takeoff weight of the aircraft to which they are being attached??
The maximum takeoff weight is not affected by the addition of floats. But since the empty weight of the seaplane is higher because of the addition of the floats, the payload capacity is lower.
