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North Texas Seaplane Course manual

1. T US RET KS 94 EMERGENCY AFT FITTING REF ud e HAND PLIMP FWD FITTING REF uP UP NOSE GEAR RAMS 2 Q Us n DOWN DOWN DOWN DOWN MAIN GEAR RAMS O e uP Figure 5 1 Schematic Hydraulic System 1002550 Rev E 15 WIPLINE MODEL 2100 2350 FLOAT SERVICE MANUAL T 020 20 500 L HEADPHONE LEVEL inl 2 d OC AUSS 7 40 12V EG GE M VEN M WEN 991 a 4 Y 55 d R L DIN SV 2 22111 fr NOSE GEAR a NUSE GEAR Sv enl fa R UP SV L UP SV 3 Lt ea sa L UP SV NOTES GE WIRES ARE 20 GA MAIN GEAR GA WIRES ARE 12 BA ALL WIRES 22 GA EXCEPT AX NOTED ALL VIRES TD MEET NIL W 5086 SPECIFICATION ALL GROUND VIRES R DOWN SH PUMP WIRING SCHEMATIC CRELAYS SHOWN IN RELAXED CONDITION L DOWN SV WN GE 3 MAIN GEAR 16 Figure 5 2 Schematic Electrical System Rev E 1002550 WIPLINE MODEL 2100 2350 FLOAT SERVICE MANUAL wage 359980 95095 adWIvid3 CMMOHE Ha 995 MIVM 990 H1 MIVA ANIT 9930 dH vh Iw ld 5EZ kIBH3ESW Lal 2DDHS cuv 0012 55 110915 AJOHS dvd 354389 Addz gira Tdi av 2941 LN
2. Weight X Arm Moment Left Front Right Front 5 _ Left Rear Y1 Right Rear Y2 Totals Notes 1 Zero out or deduct tare weights at the Y arms 2 If using overhead hoist and weight load cell pick up aircraft at the front spar lifting rings Arm of lifting rings at the aircraft station 33 58 Level the aircraft by placing weight on the float deck to balance Record tare weight and arm 1002550 Rev E 52 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing Procedure for Cessna 170 Floatplane Level the aircraft as per the weight and balance section of the landplane handbook or use the upper pilot s door sill Place the scales under all 4 wheels Place whatever blocking is required under the mail gears to level the aircraft Drop a plumb bob from the face of the firewall and mark the floor with a line This line is 0 0 in the calculations Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1 and Y2 If the floats are seaplane floats the scales go under the step point in the rear and a point towards the front of the float These distances are measured and become the same X and Y as for the amphibian Use this table for the calculations Scale Reading Distance from 0 0 Weight x Arm Weight X Arm Moment Left Front X1 Right Front E 2 Xo _ L
3. 2 2 411 FAILURE MODE 412 SAFEGUARDS 2222 22 2 2 1 4 13 FRONT PANEL CONTROLS SECTION 39 5 THEORY OF OPERATION nnne nenne 39 5 1 CONTROLLER BOARD 39 52 DISPLAY eee 42 5 3 AUDIO SYNTHESIZER 43 54 RECEIVER TRANSMITTER 46 SECTION VI 49 6 ALIGNMENT PROCEDURES sse 49 6 1 TEST EQUIPMENT 49 6 2 TEST 6 2 224 21 2 2 2 49 6 3 DETAILED TEST PROCEDURES seen 49 63 1 TEST SET UP nennen 49 6 3 2 CURRENT DRAW AND VOLTAGE SETTINGS 50 6 33 VOLTAGE 50 6 34 RECEIVER ALIGNMENT sss 50 6 3 5 AUDIO SQUELCH AND 51 6 36 TRANSMITTER 52 637 2 22 2 2 2 4 22 52 6 38 TALK 5 2 53 6 39 5 55
4. 2 1 22222222 2 2 PREPARATION FOR 8 2 3 GENERAL INSTALLATION INSTRUCTIONS FOR 5 2 2 2221222 2 4 8 2 2 2 20 20 1111 2 5 ANTENNA 5 2222 2 22 2 2 6 OPERATIONAL 22 2 22 2 2 2 7 FINAL 2 2 22 00112 SECTION 3 INSTALLATION DRAWTINGS eee 3 BNC CONNECTOR COAX 6 32 ADJUSTMENT ACCESS HOLE LOCATIONS 3 3 EXT VOX JUMPER LOCATIONS 3 4 OUTLINE DIMENSION 5 3 5 INTERCONNECT DRAWINGS sse SECTION 4 0 2 3 7 UN CO 4 1 2222 4 2 2 20 0 211211 4 3 FREQUENCY 4 4 NORMAL 22 22 2 222222 1 4 5 FREQUENCY TRANSFER 4 6 TO PLACE FREQUENCIES IN 4 7 MEMORY CHANNEL MODE sse 4 8 VOX INTERCOM OPERATION sse 4 9 EMERGENCY 2 2 4444222214 4 10
5. 7 8 Ski 7 8 Night Emergency Landing 7 8 CHAPTER 8 Emergency Open Sea Operations Operations in Open Seas 8 1 Definitions duis 8 1 Sea State 8 1 Swell System Evaluation 8 3 High Reconnaissance cuve ox Rus 8 3 Low 1 8 3 Select Landing Heading 8 3 Select Touchdown 8 4 Landing Parallel to the Swell 8 4 Landing Perpendicular to the Swell 8 4 Landing with More Than One Swell 222252222406 8 4 Bireet of oou eem ee denen es 8 5 Night Operations 8 5 Sea Evaluation at Night 8 6 vi Night Emergency Landing 8 6 Landing by Parachute Flare 8 6 Landing by Markers 8 6 Emergency Landing Under Instrument Conditions e suas SIE 8 7 Escaping a Submerged Seaplane 8 8 230022403 Rr 8 8 Water Ptessute sies sem cR 8 8 Flotation Equipment 8 8 Normal and Unusual Exits 8 8 CHAPTER 9 Float and Ski Equipped Helicopters Float Equipped Helicopters 9 1 Construction and Maintenance 9 1 Operational Considerations 9 2 Preflight 9 3 Statinis ssec ie rac EC EY 9 3 Tax
6. 11 Brief passengers on the location and operation of any fire extinguishers first aid kits and survival gear including all Emergency Locator Transmitters ELTs Personal Locator Beacons and pyrotechnic signaling devices flares 12 Appropriate brace positions and the proper location for carry on items 13 Proper stowage of lines anchors paddles cargo and baggage both to avoid having loose items hinder underwater egress from the cabin and to avoid having loose items wreak havoc in case of a rapid deceleration Consider that in a nine g deceleration an object the size of a typical 2 AA cell flashlight placed on the hat rack behind the seats could hit your head with more energy than a 9 mm bullet Just think what the anchor or a piece of luggage would do d Passengers Needing Special Assistance Individually brief passengers who may require special assistance In addition to the above information these briefings should also designate who will assist the passenger in an emergency If the passenger is accompanied by an attendant brief both the passenger and the attendant to accommodate their special needs Determine if any passengers are weak or non swimmers and strongly encourage such passengers to wear PFDs during all operations e Pre landing Briefing Before each landing at a minimum brief passengers to fasten seatbelts and shoulder harnesses if installed to place adjustable seat backs in the upright position and
7. 2013 North Texas Seaplanes SES Course Manual Seaplane Course Airplane Single Engine Sea Course Objectives The course objective is to provide the student with the knowledge skills and aeronautical experience necessary to safely function as pilot in command in a single engine sea air plane Course Completion Standards The student will demonstrate through oral examinations and flight test that he she meets the knowledge skills and experience required to safely function as pilot in command of a single engine sea airplane Enrollment Requirements The student is required to have at the time he she is enrolled in the training course the fol lowing 1 At least a Private Pilot Single Engine Land certificate 2 Hold a valid Medical Certificate 3 Be able to read speak and understand the English language Graduation Requirements To complete the SES Course the student must 1 Meet the enrollment requirements 2 Complete the flight and ground school lessons 3 Pass the flight check North Texas Seaplanes SES Course Manual 1 May 2013 North Texas Seaplanes SES Course Manual Ground Lesson 1 4 Ground Lesson 2 5 Ground Lesson 3 6 Ground Lesson 4 7 Ground Lesson 5 8 Flight Lesson 1 9 Flight Lesson 2 10 Flight Lesson 3 11 Flight Lesson 4 12 Flight Lesson 5 13 Flight 6 Seaplane Check flight 14 Single Engine Sea Study Notes 15 1 Taxiing on the Water 15 2 Traffic Pattern 15 3 Rough Water Operations 15 4
8. VOLUME SWITCH INNER DATE TERRA 3 ALBUQUERQUE NEW MEXICO 005 ANGLES 1 2 Ji gir TX 7600 FRONT PANEL CONTROLS CCT ele 9 1160 0010 01 NUMBER Terra by Trimble T RT 2500 Transponder A transponder certified to category C74C Class 2A offering tate of theart solid miniature microwave technology H aving an aircraft that is transpon der equipped makes you easily identifi able by ground radar It also opens up more airspace for your operations Air Traffic Control is able to offer transpon der equipped aircraft higher levels of service separation and safety Thisisa must when flying in today s crowded airspace The Terra by Trimble T RT 2500 capable transponder is fully TSO to Class 2A and approved for use in all general aviation and regional airline aircraft It features a brilliant planar gas discharge display which is clearly visible even in bright sunlight Also as with all Terra by Trimble radios the 250D has automatic dimming feature which adjusts for all lighting conditions With the T RT 250D you can select transponder codes with the single knob cursor tuning A unique Terra by Trimblefeature also allows you to directly squawk VFR with a simple push of the VFR button In addition this unit simultaneously displays active and standby codes which you can transfer with a touch of a button For reliability and ruggedness in all conditions the T
9. dgHsvM CB 85 Lavdlad AJDHS STIS E 1104 TWS 9990 NIYA 319714 9940 294159 Wels A Sx ddr Lnalbs ATR LAVH dvd HIYH 3934 WAS AJHT Y SoHo a43 MI 43 2I WWad4iH 22 toe d3HSTM n oct aDLYJIONI van 0988 Way 4 55 CNACHS H4 1748134 Way 1708 lt 440 HT 1798139 Wa 55 AHSA SA Tad Ss Figure 5 3 Main Gear Actuation 17 Rev E 1002550 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 D IS AL dS di 4 p AY V 3015 Figure 5 4 Nose Gear Retraction System 1002549 18 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Figure 5 5 Main Gear Wheel Assembly 1002550 Rev E 19 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 6 0 RETRACT SYSTEM OPERATION AND MAINTENANCE 6 1 Description and Operation Retraction and extension of the main and nose landing gear is affected by a hydraulic actuation system shown schematically in Figures 5 1 5 1B 5 1C or 5 1D The gear system is hydraulically actuated and driven by one reversible electric pump A pressure of between 500 psi and 700 psi in the down and up position is maintained in the supply line When the pressure falls below 500 psi in the down position and 500 psi in the up positio
10. VERIFICATION AND REMEDY a Reset circuit breaker b Short across pressure switch leads and see if motor runs If motor operates replace pressure switch c Short across solenoid pressure switch leads and see if motor runs If motor operates replace solenoid pressure switch d Ifc above does not produce results and it is verified that voltage was actually applied to motor it can be assumed motor is bad or not properly grounded e Check motor ground PROBLEM Powerpack does not shut off after gear reaches position PROBABLE CAUSE a Faulty pressure switch b Faulty or dirty pressure relief valve allowing insufficient pressure buildup REMEDY a Replace pressure switch b Clean and check relief valve PROBLEM Power pack shuts off before gear reaches position PROBABLE CAUSE a Binding or jammed gear retractor which causes pressure to build up and stay up and pressure switch shuts off power pack REMEDY a Repair retractor 4 PROBLEM Power pack cycles on and off after gear is in position 1002549 39 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 PROBABLE CAUSE a Internal hydraulic leak b External hydraulic leak REMEDY a Verify leak is not external by checking fluid level in reservoir and looking at couplings for oil leaks If no external leaks are found disconnect and cap off the hydraulic actuators one at a time and find the leaky one by process of elimination If isolati
11. Y1 t Right Rear Y2 t Totals Notes 1 Zero out or deduct tare weights at the Y arms 2 If using overhead hoist and weight load cell pick up aircraft at centerline of front spar wing butt fittings The centerline of the front spar is 9 0 from the datum Level the aircraft by placing weight on the float deck to balance Record tare weight and arm 1002550 Rev E 55 TX 760 D VHF COMM TRANSCEIVER MAINTENANCE MANUAL BY TRIMBLE Trimble 2105 Donley Dr Austin Texas 78758 Phone 512 432 0400 Fax 512 836 9413 TERRA TX 7600 VHF COMMUNICATIONS TRANSCEIVER MAINTENANCE MANUAL TERRA CORPORATION Trimble 2105 Donley Dr Austin Texas 78758 Phone 512 432 0400 Fax 512 836 9413 Part Number 1920 0011 01 Revision R TX 760D VHF COMMUNICATIONS TRANSCEIVER MAINTENANCE MANUAL TABLE OF CONTENTS SECTION I l 1 1 O O 2 A 1 2 1 3 6 2 2 200 2111 1 4 EQUIPMENT 8 22 2 2 2 1 5 ADDITIONAL EQUIPMENT 1 6 LICENSE 56 2 2 22 2 2 SECTION 0000 te tentent ten se tettsncenis 2 INSTALLATION esee
12. 5 top of a wave CURRENT The horizontal movement of a body of water DAYBEACONS beacons Unlighted DAYMARKS Conspicuous markings or shapes that aid in making navigational aids readily visible and easy to identify against daylight viewing back grounds DECK tThe top of the float which can serve as a step or walk way Bilge pump openings hand hole covers and mooring cleats are typically located along the deck DISPLACEMENT POSITION The attitude of the seaplane when its entire weight is supported by the buoyancy of the floats as it is when at rest or dur ing a slow taxi Also called the idling position DOCK To secure a seaplane to a permanent structure fixed to the shore As a noun the platform or structure to which the seaplane is secured DOWNSWELL Motion in the same direction the swell is moving FETCH An area where wind is generating waves on the water sur face Also the distance the waves have been driven by the wind blowing in a constant direction without obstruction FLOATPLANE A seaplane equipped with separate floats to support the fuselage well above the water surface FLOATS The components of a floatplane s landing gear that provide the buoyancy to keep the airplane afloat FLOATS ON SKIDS A type of helicopter float design where the floats sit on top of the fully func tional skids During water opera tions the floats support the weight of the
13. MANUFACTURERS OF WIPLINE FLOATS amp SKIS SPECIALISTS IN AIRCRAFT MODIFICATION www wipaire com 1700 Henry Avenue Fleming Field WIP AIRE i N C South bs MM Mun WIPLINE MODEL 2100 2350 FLOAT SERVICE MANUAL AND INSTRUCTIONS FOR CONTINUED AIRWORTHINESS REVISED JUNE 25 2008 WIPAIRE INC 1700 HENRY AVENUE FLEMING FIELD SOUTH ST PAUL MN 55075 PHONE 651 451 1205 FAX 651 451 1786 1002549 1 Rev E This Page Blank 1002549 Rev E LOG OF REVISIONS PAGES DESCRIPTION DATE A 12 23 Added an inspection time limit 4 18 06 and tolerances for the Nose Block Track wear 38 40 ADDED KEEL SPLICE REPAIR amp 6 30 06 FIGURES 5 7 ADDED TABLE OF CONTENTS AND 6 30 06 RENUMBERED ALL PAGES 17 19 INSTRUCTIONS CHECKLIST 6 10 5 06 CHANGED FORMAT INCLUDE MECH SIGNATURE amp RT LT FLOAT 28 30 Altered Checklist format with 5 1 08 23 INSP Sign off Added hydraulic actuator rebuild instructions to pg 23 Added weighing info Sections 5 2 instructions 6 1 6 25 08 F instructions 7 4 instructions 1002549 Rev E This Page Blank 1002549 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 DESCRIPTION OR SECTION INTRODUCTION GENERAL FLOAT INFORMATION FLOAT HULL MAINTENANCE GENERAL CLEANING HARD LANDING INVESTIGATION CORROSION FLOAT HANDLING AND JACKING RETRACT SYSTEM OPERATION AND MAINTENANCE DESCRIPTION AND OPERATION ADJUSTMENT TEST LANDING GEAR MALFUNCTION
14. PRESS STD CLIMB RATE OF CLIMB FPM ALT TEMP SPEED STD TEMP STO TEMP STD TEMP STD STO TEMP STD TEM FT F MCAS TEMP 60 F TEMP 40 F TEMP 20 F TEMP TEMP 20 F TEMP 1 BALKED LANDING RATE OF CLIMB 1 MAXIMUM WEIGHT 2000 LBS MAXIMUM LANDING FLAPS CONDITIONS Gear Down Flaps 50 Full Throttle Mixture Rich NOTE Mixture leaned above 3000 feet for maximum RPM RATE OF CLIMB FPM PRESS MD Wo mur m Ima Tis SPEED STD TEMP STD TEMP STD TEMP STO TEMP STD oF MCAS TEMP 60 F TEMP 40 F TEMP 20 F TEMP 20 F TEMP at FAA APPROVED 13 OCT 22 1593 MANUFACTURERS OF WIPLINE FLOATS amp SKIS e SPECIALISTS IN AIRCRAFT MODIFICATION 1700 Henry Avenue Fleming Field South St Paul MN 55075 651 451 1205 WEIGHT AND BALANCE REPORT and EQUIPMENT LIST REVISION Make PIPER Seria Number 18 6105 Model PA 18 150 Registration Number N8177D Date 11 16 2006 Prepared by PAUL G DAUPHINAIS for Wipaire CRS RIWR390K ITEM WEIGHT ARM MOMENT ACTUAL WEIGH MAIN SCALE 1 526 0 9 0 13 734 0 RH TARE WT 25 0 56 8 1 419 0 LH TARE WT 25 0 70 8 1 756 0 Totals 1 476 0 11 5 16 909 00 FLOATPLANE WEIGHT Max Wt 2 000 Ibs Empty Weight 1 476 0 Ibs Empty Weight C G 11 46 ins Useful Load 524 0 Ibs Fax 651 451 1786 Administration Fax 651 457 7858 Float Aircraft Sales Fax 651 306 0666 Part Sales p ME s
15. SKIDS ON FLOATS A type of helicopter float design where the rigid portion of the landing gear rests on the floats The floats sup port the whole weight of the heli copter in water or on hard surfaces SKIPPING Successive sharp bounces along the water surface caused by excessive speed or an improper planing attitude when the seaplane is on the step SPONSONS Short winglike pro jections from the sides of the hull near the waterline of a flying boat Their purpose is to stabilize the hull from rolling motion when the flying boat is on the water and they may also provide some aerodynamic lift in flight Tip floats also are sometimes known as sponsons SPRAY RAILS Metal flanges attached to the inboard forward por tions of the chines to reduce the amount of water spray thrown into the propeller STARBOARD The right side or the direction to the right of a vessel STEP An abrupt break in the longitudinal lines of the float or hull which reduces water drag and allows the pilot to vary the pitch attitude when running along the water s surface STEP POSITION The attitude of the seaplane when the entire weight of the aircraft is supported by hydrodynamic and aerodynamic lift as it is during high speed taxi or just prior to takeoff This position produces the least amount of water drag Also called the planing posi tion SWELL Waves that continue after the generating wind has ceased or changed direct
16. dures The process and the equipment to be checked vary from airplane to airplane but the following description provides a general idea of the preflight inspection for a typical high wing single engine float plane As always follow the procedures recommended in the Airplane Flight Manual AFM or Pilot s Operating Handbook POH If the seaplane is in the water during the preflight take a good look at how it sits on the surface This can pro vide vital clues to the presence of water in the floats as well as to the position of the center of gravity Is the seaplane lower in the water than it should be given its load Is one wing lower than the other or is one float riding noticeably lower in the water than the other Are the sterns of the floats low in the water If any of these signs are present suspect a flooded float compartment or an improperly loaded seaplane At more than 8 pounds per gallon even a relatively small amount of water in a float compartment can seriously affect both useful load and center of gravity CG Exe ae A In the cockpit verify that the throttle is closed the mixture control is full lean and the magnetos and master switch are turned off Lower the water rudders and check for any stiffness or binding in the action of the cables Check that necessary marine and safety equipment such as life vests lines ropes anchors and paddles are present in good condition and stowed correctly
17. 13 18 19 24 25 31 32 38 Smoke rises vertically Smoke drifts wind vanes unmoved Wind felt on face leaves rustle ordinary vane moves by wind Leaves and small twigs in constant motion wind extends light flag Dust and loose paper raised small branches are moved 3 7 12 Small trees begin to sway crested wavelets form in inland water wires umbrellas used with difficulty Whole trees in motion inconvenience felt in walking against the wind Large branches in motion whistling heard in telegraph Sea like a mirror Ripples with the appearance of scales are formed but without foam crests Small wavelets still short but more pronounced crests have a glassy appearance and do not break Large wavelets crests begin to break Foam of glassy appearance Perhaps scattered whitecaps Small waves becoming longer fairly frequent whitecaps Moderate waves taking a more pronounced long form many whitecaps are formed Chance of some spray Large waves begin to form white foam crests are more extensive everywhere Probably some spray Sea heaps up and white foam from breaking waves begins to be blown in streaks along the direction of the wind Check your glassy water technique before water flying under these conditions Ideal water flying characteristics in protected water This is considered rough water for seaplanes and small amphibians especially in o
18. 9 5 skiplane 7 6 7 7 tundra 7 6 Launching 4 3 Lighting conditions 7 6 Limitations of sea rating 1 1 M Marine aids for navigation 1 2 Mooring 6 8 6 9 9 6 N Night operations 6 8 8 5 8 6 Noise 3 4 4 12 6 2 Normal takeoff 4 12 O On the step 4 4 6 2 Parking 7 7 Passenger briefing 4 3 Penetration ski 7 2 Plain ski 7 1 Planing position 4 4 l 2 Plow turn 4 6 4 7 Plowing position 4 4 Pop out floats 9 1 Porpoising 4 9 5 3 Preflight inspection seaplane 4 1 skiplane 7 3 float equipped helicopter 9 3 ski equipped helicopter 9 7 Privileges and Limitations 1 1 R Ramping 6 8 6 10 Regulations 1 1 Retractable ski 7 1 Right of way rules 1 2 Roll on ski 7 1 Rough water 4 16 6 7 8 1 9 5 Rules of the Sea 1 2 Runup 4 12 Runup skiplane 7 4 Sailing 4 8 4 9 Seaplane defined 2 1 Seaplane landing areas beacons 1 2 chart symbols 1 2 reconnaissance 6 1 restrictions 3 4 unplanned 5 2 Sister keelsons 2 2 Skeg 2 2 2 4 Ski types 7 1 Skids on floats 9 1 9 6 Skipping 4 10 Snow types 7 2 Sponson 2 1 Spray damage 4 1 Spray rail 2 2 4 2 Starting seaplane 4 3 skiplane 7 4 helicopter 9 3 9 7 Step 2 3 4 4 Step position 4 4 Step taxi 4 5 6 3 Step turns 4 7 Survival equipment 7 3 7 4 7 8 Swell 3 2 4 9 6 2 6 7 8 1 8 2 8 3 8 4 8 5 Takeoffs normal 4 12 crosswind 4 12 downwind 4 14 helicopter 9 4 9 7 glassy water 4 15 rough water 4 16 8 1 confined area 4 16 skiplane 7 5 Taxiing
19. Add full power full aft stick 3 When the nose has reached its highest point start smoothly releasing back pres sure on the stick to allow the seaplane to accelerate onto the step Then adjust power to stay on the step as per the table on the previous page About 1900 2100 RPM gps ground speed will be 30 35 knots 4 Do not taxi any faster than necessary to stay on the step without porpoising 5 Continue to make small stick and throttle corrections so as to maintain the float plane on the step North Texas Seaplanes SES Course Manual 17 May 2013 North Texas Seaplanes SES Course Manual 2 Traffic Pattern Choose the longest runway on the water consistent with the wind direction On landing flare to minimum safe attitude like the step taxi attitude one ball nose up when the bot toms of the floats are about 10 feet above the water Do Not Touch Down in a Nose Low Attitude Normal TakeOff is similar to Step Taxi except full power is left on and as the float plane ac celerates on the step very slight back pressure is applied to hold the floats in the sweet spot until airborne Waves perpendicular to Wind and Gi rer band scalloped outwards from Wind deu WA ET Dan S on upwind side of direction P Wind streaks parallel to wind Final maintain min 55 mph into round out for Power Off Landing Turn to Base CrossWind at 55 65 200 ft AGL 50 Flaps DownWind 1000 ft AGL 55 65 mph 25 Flaps Ha
20. Bilge pump 4 2 Bilge pump openings 2 2 4 2 Bulkheads float 2 2 Buoyancy 2 2 4 3 Buoys 1 2 1 3 1 4 C Center of buoyancy 4 4 4 6 Center of gravity 4 1 5 1 5 2 5 3 7 7 Centrifugal force in turns 4 6 4 7 4 14 Certificate limitations 1 1 Chine 2 2 Clamp on ski 7 1 Coast Guard rules 1 2 Combination ski 7 1 7 2 Confined area operations 4 16 6 7 Corrosion 4 1 4 3 Crosswind 4 12 4 13 6 3 7 5 Current 3 2 4 8 4 9 6 5 D Daybeacons and daymarks 1 2 1 3 1 4 Deck 2 2 Density altitude 4 11 4 12 5 1 6 8 9 5 Displacement 2 2 4 3 Displacement position 4 3 Displacement of float 2 2 position or attitude 4 3 4 10 taxi 4 3 Docking 6 8 6 10 Downwind takeoff 4 14 E Escaping a submerged seaplane 8 8 F Fetch 3 2 8 1 Float construction 2 2 2 3 9 1 Float weight bearing capability 2 2 9 1 Floatplane defined 2 1 Flying boat definition 2 1 handling 4 9 5 3 G Glaciers 7 6 Glassy water 3 3 4 15 6 5 9 4 Go around 6 2 6 8 Hovering 9 3 9 7 Hull 2 1 5 3 Hump water drag 4 9 4 10 4 11 Hydrodynamic lift 2 2 4 4 4 10 I Ice in floats 4 3 Ice types 7 2 Idling 4 3 4 8 Inland waters 1 2 International waters 1 2 Keel 2 2 Landings confined area 6 7 crosswind 6 3 downwind 6 5 8 4 emergency 6 8 7 8 frozen lakes and rivers 7 6 glaciers 7 6 glassy water 6 5 helicopter 9 4 9 8 night landing 6 8 7 8 8 5 8 6 normal 6 3 open sea 8 1 rough water 6 7 8 1
21. Descent Rate All the Way to the Water 200 Feet After Landing Close Throttle and Maintain Planing Attitude Figure 6 7 Hold the landing attitude airspeed and 150 f p m rate of descent all the way to the surface indicate that the seaplane is staying on the water before closing the throttle After the seaplane settles into a displacement taxi complete the after landing checklist and lower the water rudders An accurately set altimeter may allow the pilot to set up for the touchdown at an altitude somewhat closer to the surface If the pilot can be certain that the land ing configuration and 150 f p m descent will be established well above the water s surface starting the final glide nearer the surface shortens the descent time and overall landing length This technique usually produces a safe comfortable landing but the long shallow glide consumes consid erable landing distance Be certain there is sufficient room for the glide touchdown and water run ROUGH WATER LANDING Rough is a very subjective and relative term Water conditions that cause no difficulty for small boats can be too rough for a seaplane Likewise water that poses no challenge to a large seaplane or an experienced pilot may be very dangerous for a smaller seaplane or a less experienced pilot Describing a typical or ideal rough water landing pro cedure is impractical because of the many variables that affect the water s surface Wind dire
22. Glassy Water Operations 15 5 Docking 15 6 Power off Sailing 15 1 Taxiing on the Water 16 2 Traffic Pattern 18 3 Rough Water Operations 19 4 Glassy Water Operations 20 5 Docking 21 6 Power Off Sailing 22 North Texas Seaplanes SES Course Manual May 2013 North Texas Seaplanes SES Course Manual 7 Study Quiz 22 Study Quiz Answers 26 North Texas Seaplanes SES Course Manual 3 May 2013 North Texas Seaplanes SES Course Manual Ground Lesson 1 Objectives During this lesson the student will gain an understanding of float installation attachment hardware nomenclature of parts and their functions and design of floats along with float plane safety Content 1 Float Installation 2 Attachment Hardware 3 Nomenclature of Float Parts 4 How Floats Work 5 Float plane Safety References 1 Float plane Video 2 Printed Material A Seaplane Operations Handbook FAA H 8083 23 B Excerpted from old FAA Flight Training Handbook AC 61 21A Completion Standards During class session the ground instructor will determine that the student understands float installation attachment hardware nomenclature of parts and their functions and design of floats along with float plane safety North Texas Seaplanes SES Course Manual 4 May 2013 North Texas Seaplanes SES Course Manual Ground Lesson 2 Objectives During this lesson the student will gain an understanding of the contents of the aircraft flight
23. Green Arc Normal Operating 2 2 2 4 000 7 60 to 85 psi Yellow Arc Cautionary 2 0 0 222 25 to 60 psi Redline Minimum Pressure 0005 sstssescsdeciccscsavecscasssnecetsasssessecssssaesescosseseaasesastedsarns 25 psi FAA APPROVED OCT 22 199 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN PA 18 3 Weight Limitations Maximum Weight o 2000 pounds Empty Weight and Center of Gravity See Aircraft Weight and Balance Papers Useful Load c ccsscsssneseecceeccnsscsesesecnssennesenessseeereoereoe res See Aircraft Weight and Balance Papers Composition of Useful Load 7 4 See Aircraft Weight and Balance Papers 4 Load Distribution Limitations Center of Gravity Limits inches aft of wing leading edge x 14 0 to 18 0 inches at 2000 pounds 10 5 to 18 0 inches at 1300 pounds or less Straight line variation between points given above 5 Maneuvers This airplane is certificated in the Normal Category The Normal Category is applicable to aircraft intended for non aerobatic operations These include any maneuvers incidental to normal flying stalls lazy eights chandelles and turns in which the angle of bank is not more than 60 Aerobatic maneuvers including spins are prohibited
24. Non inflatable wearable floatation devices are not recommended for small aircraft a Brief passengers on the type location and use of PFDs including a demonstration of how to put them on and how to inflate them after exiting the cabin such as by carbon dioxide CO orally or by other manual methods Emphasize to passengers that an inflatable PFD must NOT be inflated until they are clear of wreckage after exiting the seaplane since PFDs can easily get hung up or punctured on wreckage block an exit or prevent a passenger from exiting an inverted seaplane b Underwater egress training is strongly recommended for seaplane pilots and suggested for passengers who often fly over water beyond gliding distance to shore See Additional Resources below c If flotation cushions are aboard brief passengers on their location and use including a physical demonstration if practicable of how to insert arms through the straps and rest the torso on the cushion once in the water Caution passengers not to wear the cushion on their backs Note flotation cushions are sometimes used aboard seaplanes as seat cushions and as a practical matter can be utilized as throwable life saving devices and fenders Although they are not recommended for use as PFDs in seaplanes this use should be included in passenger briefings if such flotation cushions are aboard See AC 91 69A Seaplane Safety for FAR Part 91 Operators p 12 for applicable requirements
25. P N 1901 5312 40 1 5 1 6 EQUIPMENT SUPPLIED Continued 3 lea Operation Installation Manual TX 760D P N 1910 0008 01 4 lea Warranty Card 5 lea FCC Form 404 6 lea FCC Form 406 14 1 OPTIONAL EQUIPMENT Noise canceling Microphone Carbon Push to talk TERRA P N 0900 0151 01 Voltage Converter 27 50 to 13 75 V Model MLC 28 5 TERRA P N 0900 3219 12 Push to talk Switch TERRA P N 0900 0203 01 Headset with Microphone TERRA P N 0900 0201 11 Ext VOX Kit Pot and Knobs TERRA P N 1901 5322 00 ADDITIONAL EQUIPMENT REQUIRED 1 Sufficient RG 58A U 50 Q co axial antenna cable to reach from the transceiver to the antenna BNC co axial fittings as required for the particular installation If cable length exceeds 20 feet RG8 co axial cable is recommended 2 MIL 22759 or equivalent wire sufficient to make the harness 3 Microphone and headphone jacks as required 4 Circuit breaker rated at 4 amps 5 50 Q communications antenna rated at top speed of the aircraft LICENSE REQUIREMENTS The operator of the TERRA TX 760D transceiver is required by the Federal Communications Commission to hold a restricted radio telephone operator s permit or a higher class of license U S citizen may obtain the operator permit from the nearest FCC office The transceiver when installed in an aircraft requires an Aircraft Radio Station License This license may be obtained by filing an FCC Form 404 The transceiver should be id
26. SECTION 2 0 61 7 ASSEMBLY 5 2 2 2 2 11 61 7 1 CONTROLLER 8 2 22222 61 7 2 CONTROLLER COMPONENT 63 7 3 DISPLAY ASSEMBLY 65 7 4 DISPLAY 2 2 22 222 22421 67 7 5 DISPLAY BOARD 1 COMPONENT 69 7 6 DISPLAY BOARD 2 COMPONENT 71 7 7 AUDIO SYNTHESIZER SCHEMATIC SHORT 73 7 8 AUDIO SYNTHESIZER COMPONENT LOCATOR SHORT 75 7 9 AUDIO SYNTHESIZER SCHEMATIC LONQG 77 710 AUDIO SYNTHESIZER COMPONENT LOCATOR LONG 79 711 TRANSMITTER RECEIVER 81 7 12 TRANSMITTER RECEIVER COMPONENT LOCATOR 83 SECTION 2 2 0 te titetnenteteteneeteteneentetete tenent enne nennnnns 85 8 51 5 222 2 tenentes 85 SECTION C 105 9 2 2 2 0 105 SECTION 2 02 0 e 107 10 INSTALLATION 107 10 1 INSTALLATION 8 22222 224 2 107 10
27. and there is plenty of room a down wind takeoff may be more convenient than a long downwind taxi to a position that would allow a takeoff into the wind In any airplane the wing needs to attain a specific airspeed in order to fly and that indicated airspeed is the same regardless of wind direction 54 Retract Water Rudders wA i 4 2 a After Lift Off i N9 E E Se Continue Takeoff Using Appropriate Aerodynamic Controls Figure 4 16 Remember to retract the water rudders after takeoff to avoid damage during the next landing Centrifugal Force Figure 4 17 The downwind arc balances wind force with cen trifugal force However when taking off downwind obtaining the airspeed means accelerating to a proportionately higher groundspeed Naturally the takeoff run is longer because the wings must first be accelerated to the speed of the wind then accelerated to the correct airspeed to generate the lift required for takeoff So far this is identical to what occurs with a landplane during a downwind takeoff But in addition a downwind takeoff run in a seaplane is further lengthened by the factor of float drag The speed of the floats in the water corresponds to the higher groundspeed required in a landplane but the drag of the floats increases as the square of their speed This increase in drag is much greater than the increase in rolling resistance of tires and wheel bearings in a landplane A ta
28. ber ball If pumping does not remove any water from a compart ment the tube running from the bilge pump opening to the bottom of the compartment may be damaged or 4 2 loose If this is the case there could be a significant amount of water in the compartment but the pump is unable to pull it up Figure 4 3 Be sure to replace the plugs firmly in each bilge pump opening Figure 4 3 Be suspicious if pumping does not remove a small amount of water If the bilge pump tube is damaged there may be water in the compartment that the pump can not remove At the stern of the float check the aft bulkhead or tran som This area is susceptible to damage from the water rudder moving beyond its normal range of travel Carefully check the skin for any pinholes or signs of damage from contact with the water rudder or hinge hardware Inspect the water rudder retraction and steer ing mechanism and look over the water rudder for any damage Remove any water weeds or other debris lodged in the water rudder assembly Check the water rudder cables that run from the float to the fuselage Figure 4 4 Figure 4 4 Inspect the water rudders cables springs and pulleys for proper operation check the empennage area untie the seaplane gen tly push it away from the dock and turn it 90 so the tail extends over the dock Take care not to let the water rudders contact the dock In addition to the normal empennage inspection chec
29. inspect X System for chafing broken or loose terminals and general condition Solenoids inspect wiring mounting and X general condition Pressure Switches Inspect wiring X mounting and general condition Pump Motors inspect wiring mounting X and general condition NOTES 1002549 36 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 HOURS MECH INITIAL INSP INSPECTION TIME LIMITS 25 50 100 200 RT LT Landing Main and Nose Gear Tracks lubricate X Gear Nose Gear Box Block Tracks measured at slide X Systems route for wear 020 inches or less wear tolerance Nose Gear Pivot Blocks and Forks inspect for Inspect Pivot Bolt X condition lubrication corrosion paint Nose and Main Wheel Bearing grease Zerk X fittings Hydraulic Fluid Level X Wheels and Tires inspect for wear pressure X condition Brake Assemblies inspect for wear corrosion X leakage Hydraulic Fluid Screen clean and inspect Note If X floats sit for extended periods of time i e if removed during winter months screen should be cleaned before putting floats back into service Hydraulic fluid in reservoir should be checked for moisture or other contaminates and changed if necessary Main and Nose Gear Actuator Assemblies inspect X for condition lubrication leakage corrosion and cleanliness Nose Gear
30. intended takeoff path to check for any hazardous objects or obstructions Make absolutely sure the takeoff path ahead is free of boats swimmers and other water traffic and be sure it will remain so for the duration of the takeoff run Powerboats wind surfers and jet skis can move quickly and change direction abruptly As the 4 11 seaplane s nose comes up with the application of full power the view ahead may be completely blocked by the cowling Check to the sides and behind the sea plane as well as straight ahead since many watercraft move much faster than the normal taxi speed and may be passing the seaplane from behind In addition to the vessels themselves also scan for their wakes and try to anticipate where the wakes will be during takeoff Operators of motorboats and other watercraft often do not realize the hazard caused by moving their vessels across the takeoff path of a seaplane It is usually better to delay takeoff and wait for the swells to pass rather than encountering them at high speed Even small swells can cause dangerous pitching or rolling for a seaplane so taxi across them at an angle rather than head on Remember to check for other air traffic and make any appropriate radio calls Be sure to use the pre takeoff checklist on every take off All checks are performed as the seaplane taxies including the engine runup Hold the elevator control all the way back throughout the runup to minimize spray around
31. the extra lift required For seaplanes there are two more factors both due to water drag As seaplane weight increases the floats sink deeper into the water creating more drag during initial acceleration As with the landplane the seaplane must also accelerate to a higher airspeed to generate more lift but the seaplane must overcome significantly more water drag force as speed increases This extra drag reduces the rate of acceleration and results in a longer takeoff run Naturally the location of the additional weight within the seaplane affects center of gravity CG location Because of the way the floats respond to weight the CG location affects the seaplane s handling charac teristics on the water If the CG is too far aft it may be impossible to put the seaplane on the step If the CG is located to one side of the centerline one float will be pushed deeper into the water resulting in more water drag on that side Be sure to balance the fuel load between left and right wing tanks and pay attention to how baggage or cargo is secured so that the weight is distributed somewhat evenly from side to side Figure 5 1 Unbalanced Fuel Load Figure 5 1 The location of the CG can affect seaplane handling The importance to weight and balance of pumping out the float compartments should be obvious Water weighs 8 34 pounds per gallon or a little over 62 pounds per cubic foot Performance decreases when ever the wings and eng
32. the smooth reflecting surface can lead to confusing illusions as clouds or shore features are reproduced in stunning detail and full color When the water is crystal clear and glassy the surface itself is invisible and pilots may inadvertently judge height by using the bottom of the lake as a reference rather than the water surface The lack of surface texture also presents a physical characteristic that adds slightly to the risk of glassy water landings A nice smooth touchdown can result in faster deceleration than expected for the same reason that the floats seem to stick to the surface during glassy water takeoffs there is less turbulence and fewer air bubbles between the float bottoms and the water which effectively increases the wetted surface area of the floats and causes higher drag forces Naturally this sudden extra drag at touchdown tends to pull the nose down but if the pilot is expecting it and maintains the planing attitude with appropriate back pressure the tendency is easily controlled and presents no problem There are some simple ways to overcome the visual illusions and increase safety during glassy water land ings Perhaps the simplest is to land near the shoreline using the features along the shore to gauge altitude Be certain that the water is sufficiently deep and free of obstructions by performing a careful inspection from a safe altitude Another technique is to make the final approach over land crossing
33. 11 45 L ind mounting tray Weight 1 84 Ibs D model Comms avs AD F s and Transponders are also available in a standard 3 ATI mount Specifications subject to change without notice AT 3000 Altitude Digitizer Blind Encoding Altimeter Accuracy 100 ft nominal measured at the digital altitude code transition point s tracking adjustments are provided to permit matching for correspondence with the aircraft altimeter Trimble THE GPS SOLUTION Altitude Range 1 000 to 30 000 ft maximum operating range For Sales Information Avionics Products 2105 Donley Drive Austin TX 78758 1 888 FLY TERA inside U S 512 432 0400 outside U S Fax 512 836 9413 For Service amp Support Avionics Products 1 800 487 4662 Fax 512 432 0276 512 432 0580 Service outside U S 512 432 0590 Sales outside U S Operating Temperature 20 C to 455 C Input Power 11 to 32 VDC 160 mA at 14 VDC 80 mA at 28 VDC TSO d to C88 Size 2 55 W 1 65 H 7 25 L Weight 0 5 Ibs Copyright 1996 Trirrble Navigation Limited All rights reserved TID10683 8 96 ex FAA H 8083 23 Skiplane Fleat Ski Equipped Helicopter Operations Handbook SEAPLANE SKIPLANE and FLOAT SKI EQUIPPED HELICOPTER OPERATIONS HANDBOOK 2004 U S DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Flight Standards Service PREFACE This operational handbook introduces the basic sk
34. 45 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 7 Fabricate keel splice doubler sections from 6061 T6 060 aluminum and using figure 9 5 as recommended dimensions FLAT PATTERN Figure 9 5 Doubler Sections 8 Back drill the splice parts from existing holes Be sure to center the splice on the split of the repair area 9 Clean and deburr all holes STIFFENER BOTTOM SKIN KEEL Figure 9 6 Front View with Stiffeners 1002550 Rev E 46 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 10 Wet the skin under the repair with the required sealant Sika Flex polyurethane sealant or PRC sealant PR890 or PR1422 11 Rivet together with appropriate diameter and length rivets depending on splice location with structural rivets Clean excess sealant from the repair areas with MEK or equivalent solvent 12 Shave or file the repair seam areas if needed for flush fit to existing keel 13 Test the compartments after the sealant dries usually overnight for leaks with plain water 14 Treat repaired area with Alodine for corrosion protection Then prime and paint to match existing paint as desired Figure 9 7 Finished Keel with Stiffeners 1002550 Rev E 47 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing procedures for the Piper PA 18 Floatplane Level aircraft per manufacturer s instructions Place scales under the right and left nose and main gear wheels Place blocking under the right and left main
35. 6 Flight Load Factor Maximum Positive Load 2 0 0 1 0 00 1 3 88 Maximum Negative Load Factor 2 No inverted maneuvers are permitted 7 Other Limitations Water rudders must be retracted for all flight operations Landing on water is PROHIBITED unless all four landing gear are fully retracted FAA APPROVED OCT 22 1998 DA AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN ms PA 18 8 Placards The following placards which supplement or replace landplane placards must be displayed in the amphibian TN Floatplane Operations Limitations The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category Other operating limitations which must be complied with when operating this airplane in this category are contained in the Pilot s Operating Handbook and FAA Approved Airplane Flight Manual Supplement No acrobatic maneuvers including spins are approved Flight into known icing conditions is prohibited This airplane is certified for the following flight operations as of date of original airworthiness certificate DAY NIGHT VFR IFR DO NOT LAND ON WATER UNLESS GEAR IS FULLY RETRACTED EMERGENCY HANDPUMP PULL GEAR MOTOR CIRCUIT BREAKER SELECT DESIRED GEAR POSITION PUMP GEAR TO DESIRED POSITION FAA APPROVE
36. Because floats have so much more side area than wheels even a small amount of drift at touchdown can create large sideways forces This is important because enough side force can lead to capsizing Also the float hardware is primarily designed to take vertical and fore and aft loads rather than side loads If the seaplane touches down while drifting sideways the sudden resistance as the floats contact the water creates a skidding force that tends to push the down wind float deeper into the water The combination of the skidding force wind and weathervaning as the seaplane slows down can lead to a loss of directional control and a waterloop If the downwind float sub merges and the wingtip contacts the water when the seaplane is moving at a significant speed the seaplane could flip over Figure 6 3 on next page Floatplanes frequently have less crosswind component capability than their landplane counterparts Directional control can be more difficult on water because the surface is more yielding there is less sur face friction than on land and seaplanes lack brakes These factors increase the seaplane s tendency to weathervane into the wind One technique sometimes used to compensate for crosswinds during water operations is the same as that used on land that is by lowering the upwind wing while holding a straight course with rudder This cre ates a slip into the wind to offset the drifting tendency The apparent movement of
37. Breaker Select Desired Gear Position With Manual Valve Pump Gear To Desired Position Takeoffs from larger bodies of water should always be made into the wind The chop waves generated in winds of 10 knots and more may inhibit engine operation due to spray and may prevent the airplane from attaining the step under these conditions in crosswinds NOTE When floats are installed it is possible to exceed the maximum takeoff weight with all seats occupied and minimum fuel WARNING It is the responsibility of the pilot to ensure that the amphibian is loaded properly Operation outside of prescribed weight and balance limitations could result in an accident and serious or fatal injury FLOAT BAGGAGE COMPARTMENTS Baggage may be carried in the float baggage compartments in accordance with the following limitations COMPARTMENT MAX WT ARM MOM LEFT 50 Lbs 55 2750 RIGHT 50 Lbs 55 2750 FAA APPROVED 8 2 2 1998 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN 18 PERFORMANCE INFORMATION INTRODUCTION This section provides the performance information on the PA 18 amphibian required under CAR 3 All airspeeds are presented in terms of calibrated airspeed CAS The pilot must use available material for his particular airplane to determine the corresponding indicated airspeed Under the original certification of the PA 18 at speeds between 1 3 times the stall speed with flaps up and and at 1 3 times the stall speed with flap
38. Grease wheel bearings Final gear check and inspection Caulk and replace side access covers Install top indicator cover 7 3 Disassembly of Shock Strut Shock strut requires no maintenance except if urethane blocks seem sloppy or spin around easily To dissemble remove cotter pin in top retaining pin and remove pin If replacing urethane blocks pressure must be applied by arbor press or vice to compress strut and install retaining pin Assemble in reverse order of removal or Figure 5 3 7 4 Servicing Hydraulic Actuator Cylinders Nose or Main Actuators 1002550 Rev E 26 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Wipaire Inc has created a new design to replace the previous unserviceable main and nose gear actuators for the 2100 2350 3000 and 3450 amphibious floats and is detailed in Service Letter 97 available on our website or from our customer service department The actuators are fully serviceable The older style non repairable units can be identified by the stainless steel shiny outer cylinder with non removable aluminum end caps If these units leak or will not hold pressure they should be replaced with new units The new units will be the repairable type The sealed units can also be upgraded to the repairable type at any time in accordance with Service Letter 97 Repairable units All new products will have the repairable type cylinders These can be identified by their all aluminum construction and grey col
39. INTRODUCTION This manual describes the general service and maintenance for the float hull gear systems installation and control parts For service and repair not covered by this manual contact the float factory The service products referred to throughout this manual are described by their trade name and may be purchased from the float factory Parts Department To contact Wipaire for service assistance or parts sales call or write Wipaire Inc 1700 Henry Avenue Fleming Field South St Paul MN 55075 Telephone 651 451 1205 Fax 651 451 1786 1 General The model 2100 2350 seaplane or amphibious float is an all aluminum constructed float with watertight compartments The actual displacement in fresh water for each float is 2323 pounds model 2100 and 2570 pounds model 2350 buoyancy for the seaplane and 2185 pounds model 2100 and 2432 pounds model 2350 buoyancy for the amphibian The amphibian float is geometrically the same as the seaplane except for the addition of landing gear and internal structure for the gear The water rudder system is cable operated with ball bearing pulleys Water rudder cables tie into the existing aircraft rudder system The main landing gear has a 5 00 x 5 6 ply tire and the nose landing gear has a 2 50 x 4 4 ply tire The gear system is hydraulically actuated and driven by one reversible electric pump Brakes are hydraulic and have a caliper on each main wheel Steering on land is
40. Obtain the bilge pump and fuel sample cup Standing on the front of the float inspect the propeller forward fuselage and wing Check the usual items working from the nose toward the tail Water spray dam age to the propeller looks similar to gravel damage and must be corrected by a mechanic Check the oil and fuel levels and sample the fuel ensuring that it is the proper grade and free of contaminants Naturally the most likely contaminant in seaplane fuel tanks is water Pay extra attention to the lubrication of all hinges Not only does lubrication make movement easier but a good coat ing of the proper lubricant keeps water out and prevents corrosion Look for any blistering or bubbling of the paint which may indicate corrosion of the metal under neath Check the security of the float struts and their attachment fittings Be careful moving along the float and pay attention to wing struts mooring lines and other obstacles If the seaplane is on land do not stand on the floats aft of the step or the seaplane may tip back Next inspect the float itself Water forces can create very high loads and lead to cumulative damage Look carefully for signs of stress such as distortion or buck ling of the skin dents or loose rivets The chines should form a continuous smooth curve from front to back and there should be no bends or kinks along the flange If the floats are made of fiberglass or composite materials look carefully for
41. PRIMARY SWELL The swell system having the greatest height from trough to crest RAMPING Using a ramp that extends under the water surface as a means of getting the seaplane out of the water and onto the shore The seaplane is typically driven under power onto the ramp and slides partway up the ramp due to inertia and engine thrust SAILING Using the wind as the main motive force while on the water SEA Waves generated by the existing winds in the area These wind waves are typically a chaotic mix of heights periods and wave lengths Sometimes the term refers to the condition of the surface resulting from both wind waves and swells SEA STATE CONDITION NUMBER A standard scale ranging from 0 9 that indicates the height of waves SEAPLANE An airplane designed to operate from water Seaplanes are further divided into flying boats and floatplanes SEAPLANE LANDING AREA Any water area designated for the landing of seaplanes SEAWARD The direction away from shore SECONDARY SWELLS Those swell systems of less height than the primary swell SISTER KEELSONS Structural members in the front portion of floats lying parallel to the keel and midway between the keel and chines adding structural rigidity and adding to directional stability when on the water SKEG A robust extension of the keel behind the step which helps prevent the seaplane from tipping back onto the rear portion of the float
42. Position of Swell Halfway Through Runout Direction of Swell Movement the seaplane touches down just beyond the crest it finishes its runout about 140 feet beyond the next crest Figure 8 5 Landing into the Swell During the 5 seconds of runout the oncoming swell moves toward the seaplane a distance of about 250 feet thereby shortening the effective swell length to about 250 feet Since the sea plane takes 890 feet to come to rest it would meet the oncoming swell less than halfway through its runout and it would probably be thrown into the air out of control Avoid this landing heading if at all possible Figure 8 6 If low ceilings prevent complete sea evaluation from the altitudes prescribed above any open sea landing should be considered a calculated risk as a dangerous but unobserved swell system may be present in the proposed landing area Complete the descent and before landing checklists prior to descending below 1 000 feet if the ceiling is low LANDING WITH MORE THAN ONE SWELL SYSTEM Open water often has two or more swell systems running in different directions which can present a confusing appearance to the pilot When the second ary swell system is from the same direction as the wind the preferred direction of landing is parallel to the primary swell with the secondary swell at some angle When landing parallel to the primary swell the two choices of heading are either upwind and into the secondary swel
43. RT 250D uses the lat est surface mount components T he T RT 250D s advanced design also incorporates state of the art LSI com puter architecture and miniature microwave technology T his eliminates the expensive cavity tube transmitter found in lesser designs another Terra by Trimble Technology Advantage TERRA BY TRIMBLE Like all of its radios Terra by Trimble housesthe TRT 2500 in a stainless steel mounting tray in either a single or dual mount chassis You can also purchase an optional chassis that mounts into a standard 3 AT I cutout TheTRT 250D isthe smallest transponder with the biggest features induding affordability and innovative technology which keeps you seen and headed in the right direction Avionics Products Altitude D igitizer AT 3000 Your altitude is automatically reported with the AT 3000 Altitude D igitizer T his solid state blind encoding altimeter is designed to interface with the Terra by TrimbleT RT 250D transponder as as other M ode C transponders T he addition of the AT 3000 to any trans ponder provides the altitude reporting capability that is required when you need to fly in today s complex airspace Key Features and Benefits Highly visible gas discharge display Easy to use single knob cursor tuning One touch Squawk VFR 10 frequency memory reduces pilot workload Small and lightweight easy to install Air show proven rugged and reliab
44. The selection of gear up or gear down is accomplished by a cockpit mounted control panel Each float gear has individual indicator lights on the control panel allowing the pilot to confirm that each gear has fully retracted or extended At the top of each float deck just forward of the step a visual indicator is provided for the main gear Nose gear up and down may be determined visually for position An emergency hand pump is provided in case of total electric pump failure or loss of fluid The reservoir has additional hydraulic fluid available only to the hand pump The main gear has an over center lock in both up and down positions Retraction takes place when pressure is exerted on the actuator piston driving the actuating arm along the slide track see Figure 5 3 A reverse process effects extension Gear position light proximity switches are closed when the cylinder piston containing the magnetic material is adjacent to the switch nose gear has over center down lock Retraction occurs when pressure 1 applied to the forward fact of the actuator piston and the carriage is drawn along the tracks in the nose box as shown in Figure 5 4 Gear position light proximity switches are closed when the piston containing the magnetic material has reached either end of its travel 5 2 Adjustment Test Adjustment of the hydraulic actuator stroke is provided at the ends of the piston rods on the nose and main gear Nose The gear do
45. Tracks Clean and lubricate with a dry teflon coating spray Joints Spray all joints with light penetrating oil such as LPS 3 to ensure lubrication at all times Electrical Connections Apply SP 400 SOFT SEAL or LPS 500 to all electrical connections to prevent corrosion Hydraulic Fluid For use in all hydraulic systems including brakes MIL H 5606 7 MAIN GEAR REMOVAL AND OPERATION 7 1 Removal and Disassembly of Main Gear 1 2 Oo SUO 10 11 12 13 14 15 16 Jack and block aircraft per Section 4 You may do one gear at a time or both if float is properly blocked After load is off landing gear pull circuit breaker and move hand pump selector to up then to down and back to neutral to relieve hydraulic pressure Remove all three 3 access covers 1 top and 1 each side of wheel well area Remove putty around side access jambs Remove brake caliber Do not disconnect hydraulic lines so it s not necessary to bleed on reinstall Remove axle cotter pin wheel nut and tire refer to Figure 6 3 Through top access remove gear indicator shaft and cable Through outboard side access remove upper bolt on hydraulic cylinder NOTE Position of tension spring Remove ground electrical wire screw Remove bolt on lower end hydraulic cylinder Use tie strap to tie cylinder forward for ease of bolt removal of gear Through top access bring gear to the up lock position by moving gear by hand Under the
46. Violent Storm Exceptionally high waves foam patches cover sea Very high visibility more reduced 30 45 12 64 and over Hurricane Air filled with foam sea completely white with driving spray visibility greatly reduced Figure 8 1 Beaufort wind scale the waves is the height to length ratio Figure 8 2 This ratio is an indication of the amount of motion a seaplane experiences on the water and the threat to cap sizing For example a body of water with 20 foot waves and a swell length of 400 feet has a height to length ratio of 1 20 which may not put the seaplane at risk of capsizing depending on the crosswinds a i Height to Length Ratio 1 20 50 Height to Length Ratio 1 10 Figure 8 2 Height to length ratio 8 2 Phenomenal 45 and over However 15 foot waves with a length of 150 feet pro duce a height to length ratio of 1 10 which greatly increases the risk of capsizing especially if the wave is breaking abeam of the seaplane As the swell length decreases swell height becomes increasingly critical to capsizing Thus when a high swell height to length ratio exists a crosswind takeoff or landing should not be attempted Downwind takeoff and landing may be made downswell in light and moderate wind however a downwind landing should never be attempted when wind velocities are high regardless of swell direction When two swell systems are in phase the swells act together and result in higher sw
47. accomplished by differential braking The nose wheels are full castering Access to the float interior is accomplished by removing covers on the top deck side skins and two covers inside the wheel well When necessary water inside the float hulls may be removed through pumpout cups located on the outboard edge of each float top skin 1002549 Rev E 2 0 FLOAT HULL MAINTENANCE 2 1 General The float structure side and top skins are 6061 T6 and forward and aft bottom skins are 2024 T3 aluminum sheet and 6061 T6 extrusions Skins are alodined and primed after being cleaned and acid etched Exterior is finished with an enamel color paint or equivalent 2 2 Cleaning The outside of the float should be kept clean by washing with soap and water with special care taken to remove engine exhaust trails water line marks and barnacle deposits as these are all linked to corrosion After saltwater operation washing with fresh water should be done daily with special attention to hard to reach places such as seams wheel well etc The float interior should be flushed if salt water enters the compartments it s easy to tell by the smell inside the float lockers At night or when the floatplane is in storage the inspection and or baggage covers should be opened so the interior has a chance to dry out THE ABOVE CLEANING TECHNIQUES ARE VITAL FOR KEEPING CORROSION TO A MINIMUM SALTWATER OPERATIONS ARE STRONGLY LINKED TO CORROSION AND MUST BE ADDRES
48. aircraft and on hard surfaces the skids support the weight of the aircraft FLYING BOAT A type of sea plane in which the crew passengers and cargo are carried inside a fuselage that is designed to support the seaplane on the water Also called a hull seaplane GLASSY WATER A calm water surface with no distinguishable surface features with a glassy or mirror like appearance Glassy water can deceive a pilot s depth perception HEIGHT TO LENGTH RATIO tThe ratio between the height of a swell to the length between two successive crests swell length HYDRODYNAMIC FORCES Forces relating to the motion of fluids and the effects of fluids acting on solid bodies in motion relative to them HYDRODYNAMIC LIFT For seaplanes the upward force gener ated by the motion of the hull or floats through the water When the seaplane is at rest on the surface there is no hydrodynamic lift but as the seaplane moves faster hydrodynamic lift begins to support more and more of the seaplane s weight IDLING POSITION The atti tude of the seaplane when its entire weight is supported by the buoyancy of the floats as it is when at rest or during a slow taxi Also called the displacement position KEEL A strong longitudinal member at the bottom of a float or hull that helps guide the seaplane through the water and in the case of floats supports the weight of the seaplane on land 6 2 LEEWARD Downvwind or
49. and descent rate should remain the same without further adjustment and the pilot should closely monitor the instruments to maintain this stable glide Power should only be changed if the airspeed or rate of descent deviate from the desired values Do not flare but let the seaplane fly onto the water in the land ing attitude Figure 6 7 Upon touchdown apply gentle back pressure to the elevator control to maintain the same pitch attitude Close the throttle only after the seaplane is firmly on the water Three cues provide verification through three different senses vision hearing and body sen sation The pilot sees a slight nose down pitch at touchdown and perhaps spray thrown to the sides by the floats hears the sound of the water against the floats and feels the deceleration force Accidents have resulted from cutting the power suddenly after the ini tial touchdown To the pilot s surprise a skip had taken place and as the throttle closed the seaplane was 10 to 15 feet in the air and not on the water resulting in a stall and substantial damage Be sure all of the cues Figure 6 6 The consequences of misjudging altitude over glassy water can be catastrophic 6 6 Perform a Normal Approach but Set Up to Land at 200 Feet Above the Water Surface Establish Landing Attitude and 150 f p m Descent at 200 Feet sem Maintain Landing Attitude Airspeed and
50. and let the seaplane coast to the mooring If necessary the engine can be started again for better positioning Never straddle a buoy with a twin float installation Always approach while keeping the buoy to the out side of the float to avoid damage to the propeller and underside of the fuselage Initial contact with the buoy is usually made with a boat hook or a person standing on the deck of one float While approaching the mooring have the person on the float secure one end of a short line to the bottom of a float strut if one is not there already Then taxi the seaplane right or left of the mooring so that the float on which the person is standing comes directly alongside the buoy The free end of the line can then be secured to the mooring Exercise extreme caution whenever a person is assist ing in securing the seaplane There have been many instances of helpers being struck by the propeller On Figure 6 8 Anchoring 6 9 most floatplanes the floats extend well in front of the propeller arc Eager to do a good job an inexperienced helper might forget the spinning propeller while walk ing forward along the float DOCKING The procedure for docking is essentially the same as for mooring except that approaching directly into the wind may not be an option The keys to successful docking are proper planning of the approach to the dock compensating for the existing environmental conditions and skill in handling the se
51. are standard 5 00 X 5 6 ply Type III aircraft tires inflated to 50 5 psi Refer to Figure 5 5 7 8 Visual Position Indicators Main and Nose Gear In addition to position lights on selector head gear position should be visually inspected before landing Check nose gear positions by looking at gear to determine position Main gear has a position indicator rod on the float top deck Check position of both right and left rod before landing 8 NOSE GEAR 8 1 Description The nose gear consists of scotchply fiberglass beams that are attached at the bottom to castoring blocks A nylon thrust washer is located on top of the castoring pin To disassemble remove diameter pin on side of pivot block 8 2 Service Schedule The nose gear pivot assembly should be cleaned and greased every 25 hours or more frequently whenever in water for extended period of time The nose wheels contain grease zerks for the wheel bearings They should be greased every 25 hours Nose tires are standard 2 50 x 4 4 ply inflated to 50 5 psi 8 3 Nose Trolley Removal From Box Assembly Jack and block aircraft per Section 4 Remove top most forward access cover Remove round inspection cover on nose box top from above access refer to Figure 7 2 With hand pump retract gear partially so rod end of cylinder is exposed round access cover on nose box top A 5 Loosen jam nut and unscrew cylinder rod end from end of cylin
52. area of the float Why 46 On floatplanes what is the most important part of the preflight Why 47 What does the model number 2100 represent on a float 48 How much of the floatplane s gross weight must each float support 49 What is the purpose of the skeg 50 If a 90 x wind is encountered on takeoff which is preferred left or right x wind Why 51 Far 91 115 states in part that aircraft on the water 52 How can a floatplane pilot determine which bodies of water can be landed upon 53 List 5 items that a good floatplane pilot looks for when flying over a potential landing site North Texas Seaplanes SES Course Manual 24 May 2013 North Texas Seaplanes SES Course Manual 54 Describe the technique for the plow turn and what force makes the floatplane turn downwind from the plow position Why 55 Should you turn into the wind in the plow position Why 56 Describe a maximum performance takeoff 57 How much do the floats weigh 58 Location of the battery 59 Electrical system volts Amps 60 How much anchor rope is necessary to anchor in 10 feet of water 61 What is the maximum flap setting for this floatplane 62 Explain spin recognition and recovery techniques North Texas Seaplanes SES Course Manual 25 May 2013 North Texas Seaplanes SES Course Manual Study Quiz Answers 1 Idle except in high winds where you might bury a float in a turn 2 Plow Overheating prop spray poor visibili
53. can easily find this sweet spot or slick spot by the feel of the floats on the water but the beginning seaplane pilot usually needs to rely on gauging the position of the nose on the hori zon If the nose is considerably high the rear portions of the floats contact the water drag increases and the Figure 4 6 Plowing position 4 4 Figure 4 7 On the step The attitude is nearly level and the weight of the seaplane is supported mostly by hydrodynamic lift Behind the step the floats are essentially clear of the water seaplane tends to start settling back into more of a plowing position If the nose is held only slightly higher than the ideal planing attitude the seaplane may remain on the step but take much longer to accel erate to rotation speed On the other hand if the nose is too low more of the front portion of the float con tacts the water creating more drag This condition is called dragging and as the nose pulls down and the seaplane begins to slow it can sometimes feel similar to applying the brakes in a landplane To continue to taxi on the step instead of taking off reduce the power as the seaplane is eased over onto the step More power is required to taxi with a heavy load However 65 to 70 percent of maximum power is a good starting point Taxiing on the step is a useful technique for covering long distances on the water Carefully reducing power as the seaplane comes onto the step stops ac
54. cap 3 Following that slide the piston down into the cylinder being careful of the quad rings Check the top of the cylinder when this is done for flakes of rubber to indicate any damage from installation 1002550 Rev E 27 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 4 Clean the threads and install the quad rings into the rod end cap NOTE Make sure that quad rings are not twisted and are Seated in the grooves If they are compromised in Any way they will not seal or hold pressure properly 5 Install the new seal ring and lubricate all the quad and O rings with hydraulic fluid and insert the threaded end of the rod making sure of the end of the rod is clean and free of any sharp edges that will damage the quad ring 6 Once this is slid past the flats in the threaded ends check again for any evidence of seal damage by looking for flakes of rubber If there is ANY damage to any of the seals they must be replaced NOTE When sliding the rod end cap over the threaded rod SLOWLY work the rod end cap down on the rod You should feel the rod pass thru each quad ring 7 Thread the rod end cap into the cylinder tube Start threads and then add a drop of Loktite on the remaining threads and tighten both ends 8 On the main gear actuators the in and out fittings must be indexed so that they Face approximately the same direction If adjustment add or remove shims under the end cap 7 5 Hand Pump Operation For normal operation
55. displacement attitude lower the water rudders for better directional control Figure 6 4 Another technique used to compensate for crosswinds preferred by many seaplane pilots is the downwind arc method Seaplanes need not follow a straight path during landing and by choosing a curved path the pilot can create a sideward force centrifugal force to offset the crosswind force This is done by steering the sea plane in a downwind arc as shown in figure 6 5 During the approach the pilot merely plans a curved landing path and follows this path to produce sufficient cen trifugal force to counter the wind force During the landing run the pilot can adjust the amount of centrifu gal force by varying rudder pressure to increase or 6 4 decrease the rate of turn This technique allows the pilot to compensate for a changing wind force during the water run Figure 6 5 shows that the tightest curve of the down wind arc is during the time the seaplane is traveling at low speed Faster speeds reduce the crosswind effect and at very slow speeds the seaplane can weathervane into the wind without imposing large side loads or stresses Again experience plays an important part in successful operation during crosswinds It is essential that all seaplane pilots have thorough knowledge and skill in these maneuvers Vertical Component gt Horizontal Component Angle Exaggerated for Clarity Figure 6 4 Dropping the upwind
56. es 6 2 Normal 6 3 Crosswind 6 3 Downwind Landing 6 5 Glassy Water Landing 2 6 5 Rough Water Landing 6 7 Confined Area Landing 6 7 6 8 Emergency 6 8 Postilight 6 8 aee RII RE 6 9 errre sia contrade cpana 6 9 DOCKING EP seaside 6 10 6 10 Ramping qune ura 6 10 Salt Water IA ES ES 6 11 CHAPTER 7 Skiplane Operations Skiplane 7 1 Construction and Maintenance 7 1 Plain SE Types wed cn ae pe sess 7 1 Combination Ski 7 1 Operational Considerations 7 2 Types of SUUS Seve 2850320602 Sep 7 2 Types of du iua on Ss cde Rees net 7 2 Surface Environments 7 3 522255235 7 3 SAMO o cep aa 7 4 THXUH ER REESE 7 5 7 5 Off Airport Landing Sites 7 6 ES 7 6 Lakes and Rivers eson ie ite e rg ten 7 6 Jnd sese eee eee oe tt REPE 7 6 ligbti g 7 6 Landis 7 7 Parking Postflight co Rep RES 7 7 Emergency
57. exit using hand over hand technique f how to wear and when to inflate flotation gear and g what to do once outside the seaplane 4 Fire extinguishers first aid kits survival gear ELT stowage of carry on items loose items and aircraft equipment 5 Passengers needing special assistance including passengers who are weak or non swimmers 6 Additional considerations that are best discussed before entering cabin from above list or your materials File lt http www secureav com seaplane briefing doc gt Last Updated January 20 2006 Version 1 0 After entering the cabin 7 Safety belt and shoulder harness operation and stowage of loose end of the seatbelt 8 Release of seatbelt including when buckle is inverted 9 Seat operation to enhance egress 10 Adjustable seat back upright and latched for takeoff and landing 11 An appropriate brace position 12 Location and operation of each normal and emergency exit including unlatching doors if appropriate 13 Pre landing briefing 14 Pre docking briefing 15 Additional in cabin considerations from above list or your materials ADDITIONAL RESOURCES a General A listing of government publications on seaplane operations lt http www seaplanes org library govtpubs htm gt A Safety Study of Survivability in Seaplane Accidents Transport Safety Bd of Canada 1994 lt http www tsb gc ca en reports air studies s
58. force in a turn is far greater than at idle taxi speed so the forces involved in turning from downwind to upwind are proportionately more dangerous especially in strong winds Chances are by the time a pilot discovers that the outside float is going under the accident is almost inevitable However immediate full rudder out of the turn and power reduction may save the situation by reversing Full Left Rudder Full Right Aileron Elevator Full Up we Reduce Power to Idle Rudder as Needed to Maintain leading Plowing Attitude Dra Full Right P Elevator Full 142 du oe Full Left Rudder 2 Full Left Aileron Full Right Rudder N Full Left Aileron Elevator Full Up lt 4 ae Water Rudder Down gt Elevator Figure 4 10 Plow turn from upwind to downwind 4 7 the centrifugal force and allowing the buried float to come up SAILING Landplane pilots are accustomed to taxiing by pointing the nose of the airplane in the desired direction and rolling forward In seaplane operations there are often occasions when it is easier and safer to move the seaplane backward or to one side because wind water conditions or limited space make it impractical to attempt a turn If there is a significant wind a seaplane can be guided into a space that might seem extremely cramped to an inexpe rienced pilot Sailing is a method of guiding the seaplane on the water us
59. is beached overnight or higher winds are expected use portable tiedowns or stakes driven into firm ground and tie it down like a landplane If severe winds are expected the compartments of the floats can be filled with water This holds the seaplane in very high winds but it is a lot of work to pump out the floats afterward RAMPING For the purpose of this discussion a ramp is a sloping platform extending well under the surface of the water If the ramp is wood the seaplane can be slid up or down it on the keels of the floats provided the surface of the ramp above the water is wet Concrete boat ramps are generally not suitable for seaplanes Water rudders should be down for directional control while approaching the ramp but raised after the seaplane hits the ramp If the wind is blowing directly toward the shore it is possible to approach the ramp downwind with enough speed to maintain control Continue this speed until the seaplane actually contacts the ramp and slides up it Many inexperienced pilots make the mistake of cutting the power before reaching the ramp for fear of hitting it too hard This is more likely to result in problems since the seaplane may weathervane and hit the ramp side ways or backward or at least need to be taxied out for another try When approaching at the right speed the bow wave of the float cushions the impact with the ramp but if the seaplane is too slow or decelerating the bow wave moves farthe
60. know what to do and how to do it without your assistance Since seaplanes involved in an accident tend to come to rest inverted in water and can remain afloat for long periods if the floats are not breached the FAA emphatically stresses the importance of a thorough preflight passenger briefing on proper egress procedures Evacuation of a seaplane entails problems not associated with evacuation of a landplane Therefore passengers need seaplane specific briefings which include information about the location and operation of normal and emergency exits flotation gear seatbelts shoulder harnesses etc 15 year study of seaplane accidents in North America covering 103 accidents on water revealed that 61 of the pilots died Of those 78 died inside the aircraft cabin Of those 81 drowned Of those who drowned 14 were incapacitated from non fatal impact forces and subsequently drowned and 67 died from drowning alone with no other injuries sustained Statistics for the passengers were similarly tragic Many were found still in their seatbelts and unharmed except for drowning see A Safety Study of Survivability in Seaplane Accidents in Additional Resources below These sobering statistics highlight the compelling need for thoughtful and well executed passenger briefings In addition pilots and passengers who fly over water often should complete underwater egress training see Section c 10 b below Pilots should consult the POH
61. manual including the applicable supplements specific to the aircraft being flown Content General Airplane amp Systems Limitations Emergency Procedures Normal Procedures and Checklist Usage Performance Weight amp Balance float plane Supplement References 1 Airplane Flight Manual excerpts 2 Float plane Supplement excerpts 3 Float plane Normal Checklist Completion Standards During class session the ground instructor will determine that the student understands the contents of the aircraft flight manual including the applicable supplements specific to the aircraft being flown North Texas Seaplanes SES Course Manual 5 May 2013 North Texas Seaplanes SES Course Manual Ground Lesson 3 Objectives During this lesson the student will gain an understanding of the preflight inspection of a seaplane starting and departing the shore or ramp along with the procedures and rules of taxiing Content 1 Preflight Inspection 2 Launching or Push back 3 Starting Out 4 Taxing A Displacement B Step 5 Turns A Displacement B Plowing C Inertia D Step 6 Right of Way Rules Water Operations References 1 All Previous References Completion Standards During class session the ground instructor will determine that the student understands the preflight inspection of a seaplane starting and departing the shore or ramp along with the procedures and rules of taxing Nor
62. move into the wind This illusion is caused by the motion of the waves which move more quickly than the foam As the waves pass under the foam the foam appears to move in the opposite direc tion The shape of shorelines and hills influences wind direction and may cause significant variations from one area to another Do not assume that because the wind is from a certain direction on this side of the lake that it is from the same direction on the other side Except for glassy water it is usually best to plan to land on the smoothest water available When a swell system is superimposed on a second swell system some of the waves may reinforce each other resulting in higher waves while other waves cancel each other out leav ing smoother areas Often it is possible to avoid the larger waves and land on the smooth areas In seaplanes equipped with retractable landing gear amphibians it is extremely important to make certain that the wheels are retracted when landing on water Wherever possible make a visual check of the wheels themselves in addition to checking the landing gear position indicators A wheels down landing on water is almost certain to capsize the seaplane and is far more serious than landing the seaplane on land with the wheels up Many experienced seaplane pilots make a point of saying out loud to themselves before every water landing This is a water landing so the wheels should be up Then they confirm that ea
63. of 30dBm isolation One volt input at KHz will produce one volt output across a 3 2 Q resistor connected to the speaker terminals Incidental Radiation Certified per FCC Part 15 requirements TRANSMITTER Frequency Range 118 00 to 136 975 MHZ Number of Channels 760 Frequency Stability 0 002 per FCC Type Acceptance Power Output 5 watts nominal unmodulated carrier 20 watts PEP Modulation Automatic audio leveling for a minimum of 80 and a maximum of 95 Emission Type 6K00A3E Output Termination 500 nominal Spurious Responses Greater than 50dBm below carrier level Sidetone Up to 25 milliwatts into 600 Q headphones FCC Approval Type accepted per FCC Part 87 EQUIPMENT SUPPLIED The equipment supplied will depend upon the system you have ordered The part numbers and descriptions listed below indicate the equipment supplied with the TX 7600 only If a system other than those listed below was ordered additional equipment will have been supplied and listed in another manual 0990 5302 00 TX 760D Single System 1 lea Comm Transceiver TERRA TX 760D P N 0900 0405 00 2 lea Mounting Tray Single P N 1900 0357 10 3 lea Installation Kit P N 1901 2671 10 4 lea Operation Installation Manual TX 760D P N 1910 0008 01 5 lea Warranty Card lea FCC Form 404 7 lea FCC Form 406 0990 5318 00 TX 7600 3 System 1 lea Comm Transceiver TERRA TX 760D P N 0900 0405 00 2 lea Mod Kit TX 7600
64. on the water Use carb heat on and 1 magneto on final Final Idle Taxi Carb Heat On 1 Mag On Base Idle Taxi DownWind Idle Taxi Note A slower taxi speed can be achieved by running on a single mag and or adding Carb Heat Caution if the docking is aborted and a takeoff is planned be sure and return the en gine to BOTH mags North Texas Seaplanes SES Course Manual 21 May 2013 North Texas Seaplanes SES Course Manual 6 Power Off Sailing Checklist F Flaps and Flight Controls Set A Area Clear R Rudder water Up T Trim Set S Stick As Required Directional Control Aileron In the direction that you want to go right back left back Rudder Opposite the ailerons 7 Study Quiz 1 The best form of water taxi is 2 The worst water taxi position is Why 3 Which taxi turn is used in windy conditions Why 4 When making a step or plow turn the turn that has the capability of capsizing a float plane Why 5 The checklist we use in the PA 18 Super Cub Amphib before takeoff is 6 The most dangerous condition for landing a floatplane is Why 7 What technique do we use for a glassy water takeoff 8 What is it called when a floatplane turns into the wind at idle power 9 Where should the stick be in idle and plow taxi 10 Which form of taxi is used to cover long distances and save time 11 What position should the water rudders be in during takeoff and landing Why 12 Describe the
65. or in a 3 ATI hole using the 3 adapter When using the tray mounted units all power and control connections are made through a 15 pin D type connector installed on the rear of the mounting tray A BNC female chassis connector is used for antenna connections If the 3 option is selected a locking hooded 15 pin D type connector and standard BNC connector are used for power control and antenna interfacing The TX 760D when tray mounted is secured by means of a positive locking cam accessible through the front panel using a 7 64 Allen wrench The 3 option is mounted with minimum of 3 screws through the instrument panel Weighing only 1 50 Ib 0 680 kg the TX 760D measures 11 45 long 3 125 wide and 1 625 high 29 08 cm x 7 9375 cm x 4 1275 cm Panel cutout is a 3 03 x 1 54 7 6962 cm x 3 9116 cm and overall length of the unit is 13 05 33 147 cm including mounting tray Requiring only 325 ma of standby current and 2 5 amps during transmit the TX 760D operates cooler than one would imagine at 13 75 VDC Operation at 27 5 VDC is possible by utilization of an optional TERRA MLC 28 5 power converter The TX 760D is designed to operate with standard aircraft microphones headsets speakers auxiliary audio inputs and 50 Q broad band communication antenna systems 1 3 SPECIFICATIONS The following are pertinent specifications for the FCC type accepted TERRA Model TX 760D transceiver 1 3 1 MECHANICAL SPECIFICATIONS Mounti
66. patterns or if clouds are reflected from the water surface the resulting distortions can be confusing even for experienced seaplane pilots DETERMINING SEA CONDITIONS The ability to read the water s surface is an integral part of seaplane flying The interaction of wind and water determine the surface conditions while tides and currents affect the movement of the water itself Features along the shore and under the water s surface contribute their effects as well With a little study the interplay between these factors becomes clearer A few simple terms describe the anatomy and charac teristics of waves The top of a wave is the crest and the low valley between waves is a trough The height of waves is measured from the bottom of the trough to the top of the crest Naturally the distance between two wave crests is the wavelength The time interval between the passage of two successive wave crests at a fixed point is the period of the wave Waves are usually caused by wind moving across the surface of the water As the air pushes the water ripples form These ripples become waves in strong or sustained winds the higher the speed of the wind or the longer the wind acts on them the larger the waves Waves can be caused by other factors such as under water earthquakes volcanic eruptions or tidal movement but wind is the primary cause of most waves Figure 3 1 on next page Calm water begins to show wave motion when the
67. reduce the wave height but the reduction takes place so slowly that a swell persists until the waves encounter an obstruction such as a shore Swell systems from many different directions even from different parts of the world may cross each other and interact Often two or more swell systems are visible on the surface with a sea wave sys tem developing due to the current wind In lakes and sheltered waters it is often easy to tell wind direction by simply looking at the water s sur face There is usually a strip of calm water along the upwind shore of a lake Waves are perpendicular to the wind direction Windspeeds above approximately eight knots leave wind streaks on the water which are paral lel to the wind Land masses sculpt and channel the air as it moves over them changing the wind direction and speed Wind direction may change dramatically from one part of a lake or bay to another and may even blow in opposite directions within a surprisingly short distance Always pay attention to the various wind indicators in the area especially when setting up for takeoff or landing While waves simply up down undulation of the water surface currents are horizontal movements of the water itself such as the flow of water down stream in a river Currents also exist in the oceans where solar heating the Earth s rotation and tidal forces cause the ocean water to circulate WATER EFFECTS ON OPERATIONS Comp
68. retract arm and install through retract yoke upper bushing 14 Reinstall two 2 inch diameter bolts in retract yoke to retract arm and tighten refer to Figure 6 9 2 Temporarily tie shock strut to the up position so it s not the way when reinstalling drag link clean and inspect drag link Install drag link so shock strut lugs are up Install one 1 5 8 inch diameter bolt on each side 15 Untie shock strut and attach to drag link 5 8 inch bolt NOTE Do not over tighten lugs will bend Position by hand gear to the Up lock Install coupling nut VO NOTE Nut must be installed in same position as removed or cotter keyholes will not line up 18 Tighten outboard nut first and align cotter keyhole Tighten inboard bolt and align cotter keyhole Install two 2 cotter keys 19 Cycle by hand from top access up to down Inspect and feel for any binding and rollers going to each stop end of track 20 Reinstall tire and brake NOTE Cotter key axle and safety wire brake bolts 21 Through access holes clean out bottom of float 22 Grease all zerk fittings and head of nuts on all bolts exposed 23 Install lower cylinder 3 8 inch bolt 2 NOTE 1002550 Rev E 25 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 24 25 26 27 35 36 37 Position of washers one 1 each side of cylinder and remove any excess Loktite from hole in 5 8 inch bolt head befo
69. seaplane 4 3 skiplane 7 5 float equipped helicopter 9 3 ski equipped helicopter 9 7 Tides 3 3 Tip floats 2 1 Transom 4 2 Turns 4 5 4 6 4 7 Types of ice 7 2 Types of snow 7 2 W Warmup skiplane 7 4 Water current 3 2 4 8 4 9 6 5 Water rudders 2 4 4 2 4 5 4 12 4 14 Water characteristics 3 1 8 1 Watertight compartments 2 3 4 2 Waves 3 1 6 3 Weathervaning 3 4 4 5 4 6 4 13 6 3 Weight and balance 4 1 5 1 Wheel replacement ski 7 1 Wing floats 2 1 Y Yaw instability 2 4 4 6 5 2 9 2
70. technique for power off sailing 13 Describe the technique for docking the floatplane 14 Describe the technique for beaching the floatplane 15 List three reasons why a floatplane porpoises Match the following 16 Separates float compartments A Keel 17 Walking area on top of float B skeg 18 Reinforcement strip that connects C bulkhead side and bottom of float D spray rail North Texas Seaplanes SES Course Manual 22 May 2013 North Texas Seaplanes SES Course Manual 19 Reinforcement strip on float bottom E step 20 Deflects water away from prop F chine 21 Least drag best acceleration point G deck 22 When taxiing on water what is the best way to determine the wind direction a narrow band of slick water next to the shore line b wind streaks birds pointing into the wind d letting the floatplane weathervane into the wind 23 When flying what is the best indication of wind direction a narrow band of slick water next to the shore line b wind streaks c wave movements d shore line reference such as smoke etc 24 Why does the floatplane turn downwind in the plow position a using the air and water rudders turns the floatplane b centrifugal force c center of buoyancy shifts forward d center of buoyancy shifts aft 25 What method is used to stop severe porpoising a control pressure slightly back from neutral b control pressure slightly forward c power to idle control pressure full af
71. the Y arms 2 If using overhead hoist and weight load cell pick up aircraft at the front spar lifting rings Arm of lifting rings at the aircraft station 33 58 Level the aircraft by placing weight on the float deck to balance Record tare weight and arm 1002550 Rev E 54 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing Procedure for 8GCBC Scout Floatplane Level the aircraft as per the weight and balance section of the landplane handbook or draw a pencil mark on the top of the stub gear 10 3 16 from the front face of the front lift strut attach lug Drop a plumb bob from the wing leading edge and lift the tail until the plumb reaches this mark Plane is now level Place the scales under all 4 wheels Place whatever blocking is required under the main gears to level the aircraft Drop the plumb bob from the leading edge to the floor and mark with a line This line is the datum 0 0 Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1 and Y2 If the floats are seaplane floats the scales go under the step point in the rear and a point towards the front of the float These distances are measured and become the same X and Y as for the amphibian Use this table for the calculations Scale Reading Distance from 0 0 Weight x Arm Weight X Arm Moment Left Front x1 Right Front 2 _ Left Rear
72. the seaplane is drifting and dragging its anchor along the bottom The nautical term for when two objects appear directly in line one behind the other is range and the two objects are called a range When choosing a place to anchor think about what will happen if the wind shifts Allow enough room so that the seaplane can swing around the anchor without strik ing nearby obstacles or other anchored vessels Be cer tain the water rudders are retracted as they can interfere with the seaplane s ability to respond to wind shifts If anchoring the seaplane overnight or for longer peri ods of time use a heavier anchor and be sure to comply with maritime regulations for showing an anchor light or daytime visual signals when required Figure 6 8 When leaving the seaplane anchored for any length of time it is a good idea to secure the controls with the elevator down and rudder neutral Since the seaplane can rotate so that it always faces into the wind this forces the nose down and reduces the angle of attack keeping lift and wind resistance at a minimum MOORING Mooring a seaplane eliminates the problem of the anchor dragging A permanent mooring installation consists of a heavy weight on the bottom connected by a chain or cable to a floating buoy with provisions for securing mooring lines Approach a mooring at a very low speed and straight into the wind To keep from overrunning the mooring shut down the engine early
73. to secure to cylinder Oo O eS 8 5 Removal of Nose Wheel Fork From Pivot Assembly 1 Remove inch bolt NOTE This is a heat treated bolt Entire pivot shaft on nose fork will drop down for service Assemble per Figure 7 1 Axle bolt is modified for grease service A special anti rotation washer is under bolt head to keep axle from turning oN 8 6 Nose Box Removal from Float 1 Nose gear must be removed 7 2 2 Remove the eight 8 1 4 inch bolts from nose bulkhead Plate nuts are on inside of nose bulkhead 3 Hydraulic cylinder to be removed by unscrewing from back nose box flange NOTE This cylinder does not need to be removed To remove the nose box assembly from the float NOTE Keep washers on cylinder for reinstallation 1002550 Rev E 30 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 4 Remove two 2 bolts holding nose box to float bulkhead angles 5 Slide entire nose box forward NOTE Nose box may be removed by just removing hydraulic lines elbow fittings and proximity switches Then slide box out with cylinder attached 8 7 Nose Box Track Wear Due the wear over time the roller slide block places on the track as the gear are retracted the block needs to be measured for the amount of wear The tolerance for wear is 020 inches If the wear is or is less than the limit it can still be used If the wear in the track is greater than 020 inches the block must be replaced This ch
74. to stow all carry on items File lt http www secureav com seaplane briefing doc gt Last Updated January 20 2006 Version 1 0 f Pre docking Briefing Brief passengers to remain seated until the door is opened and you signal that it is safe to exit If passenger assistance will be needed to accomplish docking or beaching brief that passenger completely on how to perform the necessary maneuvers safely For example caution the passenger never to move forward of the lift strut Some pilots prefer to give a pre docking briefing or refresher immediately prior to docking to prevent confusion Generally unless the passenger is an experienced seaplane pilot it is best not to expect the passenger s aid during departure or arrival g Additional Considerations When developing your own passenger briefing checklist you may wish to consider adding additional issues appropriate to your own craft and flying preferences such as Headsets and Intercom You will be given a headset upon boarding to protect your hearing from engine noise and to provide an intercom between the plane s occupants The knobs on your headset control the volume Keep the microphone very close to your mouth when speaking otherwise it won t work If you are occupying the co pilot s seat you may adjust a co pilot passenger volume squelch control If you like I can isolate passengers from aviation communications to permit you to talk privately but
75. will demonstrate an increased understanding and proficiency in previously learned maneuvers and procedures The student will also demonstrate a basic understand ing of new maneuvers and procedures introduced North Texas Seaplanes SES Course Manual 11 May 2013 North Texas Seaplanes SES Course Manual Flight Lesson 4 Objectives The student shall review previously learned maneuvers and procedures to develop under standing and proficiency In addition he she shall be introduced to sailing mooring dock ing ramping beaching approaching a buoy and maximum performance takeoffs and land ings Content 1 Preflight Discussion 2 Review A Crosswind Takeoffs and Landings B Turns 1 plow 2 Step C Glassy Water Takeoffs amp Landings 3 Introduction A Sailing B Mooring C Ramping D Docking E Beaching F Approaching a Buoy G Maximum Performance Takeoffs and Landings 4 Post flight discussion Completion Standards The student will demonstrate an increased understanding and proficiency in previously learned maneuvers and procedures The student will also demonstrate a basic understand ing of new maneuvers and procedures introduced North Texas Seaplanes SES Course Manual 12 May 2013 North Texas Seaplanes SES Course Manual Flight Lesson 5 Objectives This lesson is a final review of all previously learned maneuvers and procedures The stu dent s readiness for the seaplane rating check flight will be evalu
76. wind reaches about two knots At this windspeed patches of ripples begin to form If the wind stops sur face tension and gravity quickly damp the waves and the surface returns to its flat glassy condition If the wind increases to four knots the ripples become small waves which move in the same direction as the wind and persist for some time after the wind stops blowing As windspeed increases above four knots the water surface becomes covered with a complicated pattern of waves When the wind is increasing waves become larger and travel faster If the wind remains at a con stant speed waves develop into a series of evenly spaced parallel crests of the same height In simple waves an object floating on the surface shows that waves are primarily an up and down motion of the water rather than the water itself moving down wind at the speed of the waves The floating object describes a circle in the vertical plane moving upward as the crest approaches forward and downward as the crest passes and backward as the trough passes After each wave passes the object is at almost the same place as before The wind does cause floating objects to drift slowly downwind While the wind is blowing and adding energy to the water the resulting waves are commonly referred to as wind waves or sea Sea is also occasionally used 3 1 Light Air Light Breeze Gentle Breeze Moderate Breeze Fresh Breeze Strong Breeze Less than 1
77. 0 REPAIRING FLOAT HULL SKINS The float hull is manufactured from the following aluminum alloys Top skins 025 thick 6061 6 Side skins 025 6061 6 Bottom skin 032 thick 2024 T3 Nose bulkhead 063 thick 6061 T6 All remaining forward bulkheads are 032 thick 6061 T6 Afterbody skin is 025 thick 2024 T3 All afterbody bulkheads are 032 thick 6061 T6 Damage to the skins may be repaired per Figures 9 1 9 2 9 3 or any acceptable repair method listed in FAA Advisory Circular 43 13 Any float hull skin or part thereof can be purchased from Wipaire to aid in repair To simplify repairs the skins are precut and drilled 1002550 Rev E 41 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 PATCH HOLE IN SKIN USE AN470 OR AN456 AD4 RIVETS TRIM HOLE 0 THESE DIMENSIONS USE AN470 UR AN456 AD4 RIVETS Trim hole as shown by dotted line Patch material to at least same thickness as original skin Prime all bare surfaces Seal between patch and skin Rivet in place OPoOnN gt Figure 9 1 Typical Skin Repair 1002550 Rev E 42 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 USE AN470 OR AN4SG AD4 RIVETS Trim hole as shown by dotted line Patch material to at least same thickness as original skin Prime all bare surfaces Seal between patch and skin Rivet in place IRUNA Figure 9 2 Typical Skin Repair 1002550 Rev E 43 FLOAT SERVICE MANUAL WIPLINE MOD
78. 10 pounds 5 psi Retraction cables should be rigged such that the rudder blade is in the up position and that the cables are just slack in the down position 9 3 Service Schedule Cables inspect for fraying annually Pulleys inspect and lubricate annually 1002550 Rev E 35 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 INSPECTION TIME LIMITS HOURS Mech Initial INSP 25 50 100 200 Rt Lt General Placards X Hulls amp Float Installation Float exterior inspect for damage X Struts wrinkled metal corrosion paint loss etc Struts amp attach fittings X Spreader bars X Float Structure interior X Baggage Compartment Covers and Seals Remove inspection plates amp baggage X inspect for condition security operation floor to inspect bulkhead flanges excessive wear Pumper Tube Installation inspect for X condition security routing of hoses Water Water Rudder Hinges inspect freedom of X Rudder rotation System Water Rudder Steering and Retract Inspect attach bolt steering cables at X Systems inspect the following cables for water rudder pivot broken wire cable fittings for cable slippage cracks and distortion cable pulleys for freedom of rotation and cable guard pins for presence rigging Water Rudder Blades and Posts inspect X for damage security of attachment corrosion paint rigging Electrical Pump and Indicator Light Wiring
79. 2 INSTALLATION NOTES esee 108 SECTION 1 1 INTRODUCTION 1 1 1 2 SCOPE This manual provides specifications theory of operations and alignment procedures along with installation and operating instructions for the TERRA TX 760D VHF Communications Transceiver manufactured by TERRA Corporation Albuquerque New Mexico DESCRIPTION The TERRA TX 760D is a small lightweight all solid state amplitude modulated 5 watt VHF transceiver The TX 760D provides simplex communication on any one of 760 channels with 25 KHZ spacing Featuring a planar gas discharge digital display the TX 760D provides active and standby frequency indication memory and knob operated frequency selection The TX 760D features a digital frequency synthesizer that employs one crystal for generating the frequencies required for transmit and receive functions on all 760 channels Other features include automatic voice leveling on transmit and receive crystal monolithic LF filters integrated circuit I F amplifiers and internal two place VOX intercom capability Use of a low noise MOSFET RF amplifier automatic squelch circuit with manual override solid state antenna switching switching power supply with overload protection and microprocessor controlled frequency selection and monitoring make the TX 760D a reliable answer to today s communication requirements The transceiver can be mounted in three different configurations in a single tray in a dual tray
80. ANDING UNDER INSTRUMENT CONDITIONS When surface visibilities are near zero the pilot has no alternative but to fly the seaplane onto the water by instruments A landing heading can be estimated from forecasts prior to departure broadcast sea conditions or reports from ships in the area Obtain the latest local altimeter setting to minimize the possibility of altitude errors during the approach Due to the high possibility of damage or capsizing upon landing be sure all occupants have life vests on and secure all loose items prior to touchdown Remove liferafts and survival equipment from their storage containers and give them to those occupants closest to the exits Prior to the landing pattern unlatch doors to prevent jamming caused by airframe distortion from a hard landing If time permits transmit a distress call and activate the emergency locator transmitter After choosing a landing heading establish a final approach with power and set up for a glassy water landing Establish a rate of descent of 200 f p m and maintain airspeed 10 to 20 percent above stall speed with flaps down Establish the landing attitude by referring to the instruments Maintain this approach until the seaplane makes contact with the water or until visual contact is established Landing Heading Touchdown Zone 200 f p m Rate of Descent 10 to 20 Above Stall Speed Flaps Down lt 200 Feet Figure 8 9 Landing by markers 8 7 ESCAPI
81. Anchoring uses a heavy hook connected to the seaplane by a line or cable This anchor digs into the bottom due to tension on the line and keeps the seaplane from drifting Mooring means to tie the seaplane to a fixed structure on the surface The seaplane may be moored to a floating buoy or to a pier or to a floating raft For this discussion dock ing means securing the seaplane to a permanent structure fixed to the shore To beach a seaplane means to pull it up onto a suitable shore surface so that its weight is supported by relatively dry ground rather than water Ramping is defined as using a ramp to get the seaplane out of the water and onto the shore ANCHORING Anchoring is the easiest way to secure a seaplane on the water surface The area selected should be out of the way of moving vessels and in water deep enough that the seaplane will not be left aground during low tide The holding characteristics of the bottom are important in selecting an appropriate anchorage The length of the anchor line should be about seven times the depth of the water After dropping the anchor with the seaplane headed into the wind allow the seaplane to drift backward to set the anchor To be sure the anchor is holding watch two fixed points somewhere to the side of the seaplane one farther away than the other that are aligned with each other such as a tree on the shore and a mountain in the distance If they do not remain aligned it means that
82. CLE 50 OBSTACLE 50 OBSTACLE ft ft GROUND LANDING SHORT FIELD CONDITIONS Flaps 50 Throttle Idle Obstacle Clearance Speed Is 69 MCAS No Wind Paved Level Dry Runway Notes 1 Ground distances are estimated to be approximately 4596 of total landing distance from 50 foot obstacle height STO DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR TEMP SO OBSTACLE 50 SO OBSTACLE 50 5SO OBSTACLE 50 OBSTACLE F ft ft ft ft ft ft 59 52 45 38 31 FAA APPROVED 11 OCT 22 1998 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN PA 18 MAXIMUM RATE OF CLIMB MAXIMUM WEIGHT 2000 LBS CLEAN CONFIGURATION CONDITIONS Flaps Up Full Throttle Mixture Rich NOTE Mixture leaned above 3000 feet for maximum RPM PRESS STO CLIMB ALT TEMP SPEED F MCAS 4 59 73 RATE OF CLIMB FPM STO TEMP 570 STD TEMP STD TEMP TEMP 20 F TEMP TEMP 20 F TEMP 40 F STD TEMP STD TEMP TEMP 60 F TEMP 40 F 832 2000 52 72 4000 45 6000 38 69 8000 FAA APPROVED 12 OCT 22 1 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN PA 18 TAKEOFF RATE OF CLIMB MAXIMUM WEIGHT 2000 LBS MAXIMUM TAKEOFF FLAPS CONDITIONS Gear Down Flaps 25 Full Throttle Mixture Rich NOTE Mixture leaned above 3000 feet for maximum RPM
83. D fe Ne Pi a ae Soe ce a Approved by Manager Chicago Aircraft Certification Office NOTE Revised text is indicated by a vertical black line along right margin FAA APPROVED 3 OCT 2 2 1998 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN PA 18 OPERATING LIMITATIONS 1 Airspeed Limitations CAS SPEED MPH KNOTS Never Exceed Speed Vye 2 1 4 0 129 112 Maximum Structural Cruising Speed Vyo 102 89 Maneuvering Speed V4 0100000 97 84 Flaps Extended Speed Limit 1 gt 80 70 Landing Gear Extended Operating Speed Limit Vio 129 112 Airspeed Indicator Markings A tape or decal red radial line must be affixed to the glass face of the airspeed indicator at 129 mph See required placards list later in this section for list of airspeed limits applicable to amphibian In lieu of the above Redline Never Exceed Speed 129 mph Yellow Arc Smooth Air Cautionary Range 102 to 129 mph Green Arc Normal Operating Range From Flaps Up Stall Speed to Vy 56 to 102 mph White Arc Flap operating Range From Flaps Down Stall Speed to 53 to 80 mph 2 Powerplant Engine remet Lycoming O 320 B2B or O 320 A2B as modi
84. D OCT 22 1998 44 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN 18 _ At the upper blue landing gear lights NOSE Nt the lower blue landing gear lights MAIN At the red landing gear light PUMP At the upper green landing gear lights NOSE At the lower green landing gear lights MAIN At the landing gear actuation switch UP WATER DOWN LAND REFER TO WIPLINE AFM SUPPLEMENT FOR OPERATION WITH WIPLINE FLOATS INSTALLED AMPHIBIAN FLOATPLANE AIRSPEED LIMITATIONS Flap Extended Speed Range Stall 53 mph CAS Vee 80 mph CAS Normal Operating Speed Range Stall 56 mph CAS 102 mph CAS Cautionary Speed Range 102 mph CAS 129 mph CAS Never Exceed Speed 129 mph CAS Maneuvering Speed 97 mph CAS WATER RUDDER UP FOR ALL FLIGHT OPERATIONS FAA APPROVED 4 2012 1998 AMPHIBIAN PA 18 AIRCRAFT FLIGHT MANUAL SUPPLEMENT a OPERATING PROCEDURES WARNING There is no substitute for proper and complete preflight planning habits and their continual review in minimizing emergencies Be thoroughly knowledgeable of hazards and conditions which represent potential dangers and be aware of the capabilities and limitations of the airplane All operating procedures for this airplane are generally conventional However do not land on water unless landing gear are fully retracted If landing gear will not extend in the normal fashion extend or retract them in accordance with the placard in the airplane Pull Gear Motor Circuit
85. EL 2100 2350 SEALANT PATCH USE AN470 OR AN456 AD4 RIVETS HOLE IN SKIN Trim hole as shown by dotted line Patch material to at least same thickness as original skin Prime all bare surfaces Seal between patch and skin Rivetin place aAkwhd Figure 9 3 Typical Skin Repair 1002550 Rev E 44 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 KEEL SPLICE REPAIR 1 Remove rivets about 6 8 on either end of the area to be repaired 2 Mark damaged area to be removed Note Be sure to start and end spliced area in the centers of the floats bays to prevent interference with the bulkheads or bottom stiffeners Use a cutting wheel to carefully cut out the damage part of the keel Warning Be sure not to cut into the skins 4 Obtain entire new keel from Wipline Parts Dept Amphib p n 23A01321 002 or Seaplane p n 23S01321 003 and match the contour area Cut out the necessary area from the new keel in the exact area of the damage Holes are already drilled into the keels from the factory Match the holes from the original keels they should fit exactly 5 Cut out repair section to match needed repair area Cutting the splice ends as shown in figure 1 is recommended but not required EXISTING KEEL WITH DAMAGED AREA REMOVED N N Figure 9 4 Splice Section Cuts 6 Trim repair section to fit in damaged area exactly and file to remove rough edges 1002550 Rev E
86. Gear Lights 4 BLUE for gear UP 4 GREEN for gear DOWN 6 Gear Position CHECK VISUALLY If gear still in improper position 7 Landing Gear Switch RECYCLE 8 Landing Gear Motor CHECK RED LIGHT ON 9 Airspeed REDUCE to minimize airloads on gear c RON If pump is running intermittently or gear is not moving 10 Hand Pump Position Selector PLACE IN SAME POSITION as Landing Gear Switch NOTE Hand Pump Position Selector must be aligned for the same position as the Landing Gear Switch 1002550 Rev E 13 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 11 Gear Operation VISUALLY VERIFY If above procedure still fails to position landing gear as desired 17 1002550 Landing Gear Motor Circuit Breaker FULL Landing Gear Switch DESIRED POSITION Hand Pump Position Selector PLACE IN DESIRED POSITION Emergency Hand Pump PUMP until resistance becomes heavy may be 100 or more cycles Gear Position CONFIRM VISUALLY WARNING Do not attempt to land on water unless all four wheels are fully retracted Refer to Section 5 4 for more detailed troubleshooting Rev E 14 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 pup YORAULIC PUMP ASSY
87. NG A SUBMERGED SEAPLANE If a seaplane capsizes it is absolutely essential that both pilot and passengers understand how to exit the seaplane and find their way safely to the surface Pilots should become thoroughly familiar with possible escape scenarios and practice to the extent possible so that they will be able to react instantly in an emergency Passengers can not be expected to have any prior train ing in water survival and an actual emergency is not a good time to try to instruct them Therefore a complete briefing before takeoff is very important At a mini mum the portions of the passenger briefing that deal with escaping from the seaplane in an emergency should cover orientation water pressure issues the use of flotation equipment and both normal and unusual methods of leaving the seaplane ORIENTATION Many of those who have survived seaplane accidents emphasize how disorienting this situation can be Unlike the clear water of a swimming pool the water around a seaplane after an accident is usually murky and dark and may be nearly opaque with suspended silt In most cases the seaplane is in an unusual attitude making it difficult for passengers to locate doors or emergency exits In a number of cases passengers have drowned while pilots have survived simply because of the pilots greater familiarity with the inside of the seaplane Use the preflight briefing to address disorien tation by helping passengers orient thems
88. PROCEDURES HYDRAULIC SYSTEM SCHEMATIC ELECTRICAL SYSTEM SHCEMATIC MAIN GEAR ACTUATION NOSE GEAR RETRACTION MAIN GEAR WHEEL ASSEMBLY RETRACT SYSTEM AND OPERATION DISCRIPTION AND OPERATION RECOMMENDED PRODUCT LIST MAIN GEAR REMOVAL AND OPERATION REMOVAL AND DISASSEMBLY OF MAIN GEAR INSTALLATION AND ASSEMBLY OF MAIN GEAR DISASSEMBLY OF SHOCK STRUT SERVICING NOSE OR MAIN HYDRAULIC ACTUATORS HAND PUMP OPERATION GEAR SELECTOR MAIN WHEEL AND BRAKES VISUAL INDICATORS OF GEAR POSITION NOSE GEAR DESCRIPTION SERVICE SCHEDULE NOSE TROLLEY REMOVAL FROM BOX ASSEMBLY REASSEMBLE NOSE TROLLEY TO NOSE BOX REMOVAL OF NOSE FORK FROM PIVOT ASSEMBLY NOSE BOX REMOVAL FROM FLOAT 1002549 5 Rev This Page Blank 1002549 Rev D NOSE BOX TRACK WEAR FIGURE NOSE BOX ACCESS LOCATION FIGURE FRONT VIEW NOSE BOX FIGURE POSITION OF TROLLEY TO NOSE BOX WATER RUDDER RETRACTION AND STEERING SYSTEM INSPECTION TIME LIMITS SERVICE SCHEDULE TROUBLESHOOTING REPAIRING FLOAT HULL SKINS FIGURE TYPICAL SKIN REPAIR FIGURE TYPICAL SKIN REPAIR FIGURE TYPICAL SKIN REPAIR KEEL SPLICE REPAIR SPLICE SECTION CUTS DOUBLER SECTIONS FRONT OF KEEL WITH STIFFENERS FINISHED KEEL SPLICE WITH STIFFENERS WEIGHT AND BALANCE SHEETS PA 18 PA 12 CUB CRAFTERS PA 18 HUSKY CESSNA 172 CESSNA 170 CESSNA 175 SCOUT 1002549 7 7 7 3 7 4 9 0 10 0 Rev 48 49 50 51 52 53 54 55 This Page Blank 1002549 Rev E
89. RATIONS Night landings in seaplanes on open water are extremely dangerous with a high possibility of damage or loss of the seaplane A night landing should only be performed in an extreme emergency when no other options are available A night landing on a lighted run way exposes the seaplane to much less risk Primary Swell Direction_ Secondary 7 Swell Direction Figure 8 7 Landing heading in single and multiple swell systems 8 5 If operating at night equip the seaplane with parachute flares smoke floats glow sticks or other markers SEA EVALUATION AT NIGHT Before attempting a night landing perform a sea state evaluation as described in previous sections If an emergency occurs shortly after nightfall a landing heading can be determined by estimating the current conditions from those conditions prevalent before nightfall If the pilot has no information to form an esti mate of the conditions the information must be obtained from other sources or determined by the pilot from a sea state evaluation by flare illumination or moonlight If near a ship sea weather conditions and a recommended landing heading may be obtained from the ship However a landing heading based on such information is subject to error and should only be used as a last resort A pilot evaluation is preferred and can be accomplished by performing the teardrop pattern night sea evaluation as follows 1 Set a parachute flare and adjust the al
90. S Course Manual 8 May 2013 North Texas Seaplanes SES Course Manual Flight Lesson 1 Objectives The student will be introduced to basic flight maneuvers while operating a seaplane Content 1 Preflight discussion of all maneuvers to be performed 2 Introduction A Preflight inspection B Start and Taxi on Water C Normal Takeoffs and Climb out D Constant Altitude Turns E Stall Recognition and Recovery Procedures 1 Power Off 2 Power On F Maneuvering at Critically Slow Airspeed G System and Equipment Malfunctions H Landing Area Assessment Normal Approach and Landing 3 Post flight Discussion References for all Flight Lessons 1 All Previous References 2 Applicable Practical Test Standards Completion Standards The student will display an understanding of the maneuvers and procedures introduced The students performance will meet the standards outlined in the Practical Test Standards North Texas Seaplanes SES Course Manual 9 May 2013 North Texas Seaplanes SES Course Manual Flight Lesson 2 Objectives The student shall review previously learned maneuvers and procedures to develop under standing and proficiency In addition he she shall be introduced to water emergencies de termining wind and water conditions taxiing normal and rough water takeoffs normal and rough water landings go arounds and emergency landings Content Preflight Discussion Review A Preflight Inspection B Start and
91. SED PROACTIVELY 2 3 Hard Landing and Damage Investigation After a thorough cleaning of the damaged area all structural parts should be carefully examined to determine the extent of damage Frequently the force causing the initial damage is transmitted from one member to the next causing strains and distortions Abnormal stresses incurred by shock or impact forces on a rib bulkhead or similar structure may be transmitted to the extremity of the structural member resulting in secondary damage such as sheared or stretched rivets elongated bolt holes or canned skins or bulkheads Points of attachment should be examined carefully for distortion and security of fastenings in the primary and secondary damaged areas at locations beyond the local damage 3 0 CORROSION Corrosion is a reaction that destroys metal by an electrochemical action that converts metal to oxide Corrosion is accelerated when in contact with dissimilar metals such as aluminum and steel or any material which absorbs moisture like wood rubber or dirt 10 1002549 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 4 0 5 0 The primary means of detection of corrosion is visual The most obvious sign is a corrosive deposit of white powder Other signs are discoloration of the metal surface or bubbles and blisters under the painted surface Light corrosion may be removed by light hand sanding or chromic acid Moderate severe corrosion blistering fl
92. Springs scotchply springs inspect for X cracks delamination and paint Main Gear Drag Link inspect for condition X lubrication corrosion check attach bolts for wear Main Gear Shock Strut inspect for evidence of X corrosion pitting cleanliness and security Check lower attach bolt for water Hydraulic Lines and Fittings inspect for leaks X condition and security Hydraulic Manifolds if equipped inspect for X condition security and leaks Brake System Plumbing inspect for leaks condition X and security 37 1002550 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 25 50 100 200 Rt Lt INSP Perform Retraction Test Main Gear inspect up and down for X proper engagement Nose Gear Trolley inspect for proper X travel Nose Gear inspect for excessive side X play in the down position Perform emergency gear extension if X equipped Nose and Main Wheel Bearings X disassemble and inspect Inspect and measure wear on Nose X Gear Track Box 38 1002550 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 TROUBLE SHOOTING 1 PROBLEM Power pack does not run after gear selection PROBABLE CAUSE Circuit breaker has failed Pressure switch not pulling in at low cut in Solenoid switch not pulling in Faulty pump motor Motor not properly grounded
93. Taxi on Water C Normal Takeoffs and Landings D Constant Altitude Turns E Stall Recognition amp Recovery Procedures F Slow Flight G System amp Equipment Malfunctions H Landing Area Assessment Introduction A Water Emergencies amp Use of Equipment B Taxiing 1 Displacement Idle Taxi amp Effects of Wind 2 Step Taxi amp Positioning of Controls C Rough Water Takeoffs amp Landings D Go Arounds E Emergency Approach amp Landing Post flight Discussion Completion Standards The student will demonstrate an increased understanding and proficiency in previously learned maneuvers and procedures The student will also demonstrate a basic understand ing of new maneuvers and procedures introduced North Texas Seaplanes SES Course Manual 10 May 2013 North Texas Seaplanes SES Course Manual Flight Lesson 3 Objectives The student shall review previously learned maneuvers and procedures to develop under standing and proficiency In addition he she shall be introduced to crosswind takeoffs and landings plow and step turns and glassy water takeoffs and landings Content 1 Preflight Discussion 2 Review A Taxiing 1 Displacement Idle 2 Step B Rough Water Takeoffs and Landings C Emergencies including Go Arounds 3 Introduction A Crosswind Takeoffs and Landings B Turns 1 Plow 2 Step C Glassy Water Takeoffs amp Landings 4 Post flight Discussion Completion Standards The student
94. Too low power setting on step taxi turn 16 C North Texas Seaplanes SES Course Manual 26 May 2013 North Texas Seaplanes SES Course Manual 17 18 19 20 21 22 23 24 25 26 27 2000 Ibs max gross weight water 2000 max take off weight land 2000 max landing weight land 28 524 water 524 land takeoff 524 land landing gt gt gt 29 36 gallons max 18 gallons inboard each wing 33 Best Rate 73 MPH Flaps First Notch 0 34 Best Angle 70 MPH Flaps Second Notch 25 35 Best Glide 73 MPH Flaps First Notch 0 36 A R R O W Airworthiness Certificate Registration Radio Station License outside US Operating Manual Weight and Balance 37 Pilot Certificate Medical Photo ID 38 One year as 2nd class 39 Idle with water rudders up Glassy Area Wind Streaks Wind Sock Flags Smoke Lo cal ATIS 40 Boats have right of way they typically do not know the right of way rules 41 White Caps 12 KTS 42 Wind Streaks 8 12 KTS 43 Seaplane taking off has Right of way 44 Yellow White Anchor 45 Step Less Drag Area North Texas Seaplanes SES Course Manual 27 May 2013 North Texas Seaplanes SES Course Manual 46 Inspect Floats You Sink 47 The float displaces 2185 16 of fresh water 48 Each float 90 of Gross Weight 49 Skeg protects the rear of the step 50 Right x wind because with a left x wind you may run out of right rudder authority 51 wil
95. Vertical surfaces added to the tail help restore directional stability FLIGHT CHARACTERISTICS SEAPLANES WITH HIGH THRUST LINES Many of the most common flying boat designs have the engine and propeller mounted well above the air frame s CG This results in some unique handling characteristics The piloting techniques necessary to fly these airplanes safely are not intuitive and must be learned Any pilot transitioning to such an airplane is strongly urged to obtain additional training specific to that model of seaplane Designing a seaplane with the engine and propeller high above the water offers some important advan tages The propeller is out of the spray during takeoffs and landings and more of the fuselage volume can be used for passengers and cargo The pilot usually sits well forward of the wing and enjoys an excellent view in almost every direction Pilots who fly typical light twins are familiar with what happens when one engine is producing power and the other is not The airplane tends to yaw toward the dead engine This happens because the thrust line is located some distance from the airplane s CG In some respects this situation is similar to the single engine seaplane with a high thrust line except that the sea plane flies on one engine all the time When power is applied the thrust tends to pitch the nose down and as power is reduced the nose tends to rise Figure 5 4 This is exactly the opposite of what
96. a9401 sa9401 asp gt Flying with Floats TP 5584e Transport Canada lt http www seaplanes org library govtpubs tp5584e htm gt Seaplane Pilot Dale DeRemer ASA 2003 lt http www asa2fly com gt Seaplane Pilots Model Code of Conduct lt http www secureav c aplanePMCC vl 1 pdf gt Seaplane Safety for 14 CFR Part 91 Operators AC 91 69A lt http www seaplanes org library govtpubs AC9 1 69A pdf gt Seaplane Skiplane and Float Ski Equipped Helicopter Operations Handbook FAA H 8083 23 lt http www faa gov library manuals aircraft seaplane_handbook gt The Flight Training Handbook Ch 15 Seaplane Operations AC 61 21A lt http www seaplanes org library govtpubs AC61 21A pdf gt Seaplane underwater egress training is strongly recommended such as with lt http www dunk you com gt The FAA Aviation Safety Program has produced an excellent series of videos including one that addresses passenger briefings for seaplane operators entitled Seaplane Safety What Every Passenger Needs to Know available from the FAAST Team Manager at your local Flight Standards District Office FSDO File lt http www secureav com seaplane briefing doc gt Last Updated January 20 2006 Version 1 0 b Sample Passenger Briefings The following third party passenger briefings are provided for the limited purpose of helping pilots explore the scope and diversity of some act
97. ach the LVR power off nose down 5 Over or before the LVR not past establish the glassy water landing attitude 3 4 degrees nose up nose on horizon 6 Simultaneously set 1800 150 RPM Prop Full RPM setting 7 do not continue nose low past the LVR 8 Hold the attitude established until touchdown 9 Do not attempt to flare visually 10 Monitor airspeed 45 50 MPH VSI 150 FPM Maximum and attitude 3 4 de grees nose up nose on horizon Trust from previous practice with airspeed 45 55 and power set to 1800 RPM and holding attitude correctly that aircraft will safely fly onto the wa ter Holding the correct attitude is of prime importance with airspeed secondary 11 On touchdown power to idle and stick back slowly don t fly back off water Approach nose down power off 25 flaps At LVR Pitch up 1850 100 RPM 55 mph 150 fps Hold Attitude until touchdown 3 nose up RPM adj as needed to idle stick back Alternate Kenmore glassy water technique When the MSL altitude is known descend to surface altitude 100 feet establish 45 55 mph and 150 down rate this is useful in con gested areas where you don t or can t make a low approach over a shoreline as for exam ple Lake Washington in Seattle hence the use of the Kenmore glassy water technique North Texas Seaplanes SES Course Manual 20 May 2013 North Texas Seaplanes SES Course Manual 5 Docking Dock into the wind after making a traffic pattern
98. aerodynamic controls become effective To use this technique align the seaplane with the aim point on the shore hold full aileron into the wind and apply takeoff power As the seaplane accelerates use enough aileron pressure to keep the upwind wing down The downwind float should lift free of the water first After lift off make a coordinated turn to establish the proper crab angle for the climb and retract the water rudders This takeoff technique subjects the water rudders to high dynamic water pressures and could cause damage Be sure to comply with the advice of the float manu facturer Figure 4 16 DOWNWIND ARC The other crosswind takeoff technique results in a curved path across the water starting somewhat into the wind and turning gradually downwind during the takeoff run This reduces the actual crosswind component at the beginning of the takeoff when the seaplane is most sus ceptible to weathervaning As the aerodynamic controls become more effective the pilot balances the side loads imposed by the wind with the skidding force of an inten tional turn as always holding the upwind wing down with the ailerons Figure 4 17 The pilot plans a curved path and follows this arc to produce sufficient centrifugal force so that the seaplane tends to lean outward against the wind force During the run the pilot can adjust the rate of turn by varying rudder pressure thereby increasing or decreasing the centrifugal force to
99. ain aligned with the airflow this causes no problems but if the airplane begins to yaw or skid this vertical area acts somewhat like a large control surface that tends to increase the yaw making the skid worse Figure 5 2 Additional vertical surface well behind the CG can counteract the yaw force created by the front of the floats so many floatplanes have an auxiliary fin attached to the bottom of the tail or small vertical sur faces added to the horizontal stabilizer Figure 5 3 LANDING Landplane pilots are trained to stay on the lookout for good places to land in an emergency and to be able to plan a glide to a safe touchdown should the engine s fail An airplane equipped with floats will usually have a steeper power off glide than the same airplane with wheels This means a higher rate of descent and a diminished glide range in the event of an engine fail ure so the pilot should keep this in mind when spotting potential landing areas during cruising flight Seaplanes often permit more options in the event of an unplanned landing since land can be used as well as water While a water landing may seem like the only choice for a non amphibious seaplane a smooth landing on grass dirt or even a hard surface runway usually causes very little damage to the floats or hull and may frequently be the safer alternative 5 2 Figure 5 2 The side area of the floats can decrease direc tional stability Figure 5 3
100. aking and pitting may be removed by heavy sanding or grinding and applying chromic acid No more than 1 3 the thickness of skin material should be removed before complete replacement or reinforcement of an area is necessary After removing the corroded area restore area to original finish prime and enamel BOESHIELD T9 or ACF 50 may also be applied to stop corrosion Refer to manufacturer s instructions for application instructions Maintaining the float inside and outside finishes by washing after saltwater operations will help protect the float from corrosion Periodically all hardware should be covered with a waterproof grease or paralketone Under saltwater conditions bolts should be removed at least once a year and grease reapplied to the shafts heads and nuts FLOAT HANDLING AND JACKING To jack the floats for servicing tires brakes or doing retraction tests it is recommended that a floor type jack 1 ton minimum be used These jacks are commonly used for auto repair The jack should be positioned on the keel centerline approximately 12 inches forward of the step The jack should contact the keel squarely and if room permits slip a board between the jack and keel Raise the float slowly making sure the aircraft stays balanced After raising block up the keel in several places and lower the jack Raise only one float at a time with the opposite float landing wheels chocked Position a sawhorse under main and after body
101. al range by a degree or two If porpoising occurs due to a nose low planing attitude stop it by applying timely back pressure on the elevator control to prevent the bows of the floats from digging into the water The back pressure must be applied and maintained until porpoising stops If porpoising does not stop by the time the second oscillation occurs reduce the power to idle and hold the elevator control back firmly so the seaplane settles onto the water with no further instability Never try to chase the oscillations as this usually makes them worse and results in an accident Pilots must learn and practice the correct pitch attitudes for takeoff planing and landing for each type of sea plane until there is no doubt as to the proper angles for the various maneuvers The upper and lower limits of these pitch angles are established by the design of the seaplane however changing the seaplane s gross weight wing flap position or center of gravity location also changes these limits Increased weight increases the displacement of the floats or hull and raises the lower limit considerably Extending the wing flaps fre quently trims the seaplane to the lower limit at lower speeds and may lower the upper limit at high speeds A forward center of gravity increases the possibility of high angle porpoising especially during landing SKIPPING Skipping is a form of instability that may occur when landing at excessive speed with the n
102. an be turned out into deeper water if the beach is unsatisfactory The hardest packed sand is usually near the water s edge and becomes softer where it is dry further from the water s edge Rocky shorelines are likely to damage the floats especially if significant waves are rolling in Mud bottoms are usually not desirable for beaching To protect them from damage water rudders should be up before entering the shallow water near a beach Sand is abrasive and erodes any protective coatings on the bottoms of the floats If possible beach the seaplane by sailing backward with the water rudders up The aft bottoms of the floats do not dig into the sand as deeply as the forward bottoms so backing onto a beach is not as hard on the floats as going in nose first 6 10 Do not leave the seaplane unattended unless at least a tail line is fastened to some solid object ashore Moderate action of the water rapidly washes away the sand under the floats and lets the seaplane drift An incoming tide can float a beached seaplane in just a few minutes Likewise a receding tide may leave a sea plane stranded 30 or 40 feet from the water in a few hours Even small waves may alternately pick up and drop the seaplane potentially causing serious damage unless the seaplane is beached well out of their reach Flying boat pilots should be sure to clear the main gear wells of any sand or debris that may have accumulated before departing If the seaplane
103. and Y2 Use this table for the calculations Scale Reading Distance from 0 0 Weight x Arm Weight X Arm z Moment Left Front 4 X1 Right Front _ Left Rear Y1 t Right Rear Y2 t Totals Notes 1 Zero out or deduct tare weights at the Y arms 2 If using an overhead hoist and load cell pick up aircraft at the center line of the front spar wing butt fittings The center line of the front spar is 9 inches from the datum 3 Level the aircraft by placing weight on the float deck where it is needed Record the tare weight and arm 1002550 Rev E 51 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing Procedure for Cessna 172 Floatplane Level the aircraft as per the weight and balance section of the landplane handbook Place the scales under all 4 wheels Place whatever blocking is required under the mail gears to level the aircraft Drop a plumb bob from the face of the firewall and mark the floor This mark is 0 0 in the calculations Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1 and Y2 If the floats are seaplane floats the scales go under the step point in the rear and a point towards the front of the float These distances are measured and become the same X and Y as for the amphibian Use this table for the calculations Scale Reading Distance from 0 0 Weight x Arm
104. and tune 2 119 30 Press STO 2m 119 30 Continue until all frequencies that are desired are loaded in Then you ready to recall them at any time 34 4 7 4 8 4 9 4 10 MEMORY CHANNEL MODE Turn the unit off and then on again after completing the above step After power on push tune knob and rotate to Im Press transfer button and 118 00 moves to the active window The previously displayed active frequency moves to the standby window and Im is cleared from the display To gain access to any channel simply push the tune button in rotate to desired channel press the transfer button and you are on your desired channel VOX INTERCOM OPERATION The VOX Intercom option allows hands free communication between pilot and co pilot The following suggestions and comments will allow proper use and function of the VOX Intercom circuitry a Both pilot and co pilot microphone s should be of the same type i e 2 dynamic or 2 noise canceling not 1 of each b Speak loudly and clearly c Speak with the microphone on the lips d Use a foam covering on microphone to eliminate any sound of breathing or wind noisc The VOX Intercom squelch level is preset at the factory but any TX 760D with Mod 5 installed has the option of a user adjustable external VOX Intercom squelch control This allows a user to set the VOX Intercom squelch for different conditions in the cockpit i e full throttle a
105. anuary 20 2006 Version 1 0 passengers not to assist with docking or other pre or post flight operations unless their help is specifically requested If you require such assistance brief specific instructions including the dangers and avoidance of spinning propellers and the proper handling of the horizontal stabilizer and lines Demonstrate boarding or departing the amphibian if the flight begins or ends on land 2 How to fasten tighten and unfasten the safety belt and shoulder harness by feel and how to stow the loose end of the seatbelt so it does not hinder seatbelt release in the event of an emergency 3 How to recognize by feel seatbelt rollover Seatbelt buckles will occasionally roll over due to deceleration forces making it impossible to activate the release lever This condition must be identified and the buckle rolled upright before it can be released 4 How to move seats forward and backward to enhance egress and how to ensure the seats are locked in place before takeoff and landing 5 That all adjustable seat backs should be upright for takeoff and landing 6 The location of each normal and emergency exit and its operation by a demonstration if practical 7 The need to leave carry on items behind in the event of an upset and evacuation 8 The need to establish situational awareness to aid passenger egress in the unlikely event of an upset In other words help passengers establish a frame of r
106. aplane in con gested areas Bear in mind that a seaplane is fragile and hitting an obstruction can result in extensive damage Plan the approach to the dock so as to keep the wind on the seaplane s nose as much as possible While still well clear of the dock area check the responsiveness of the water rudders and be sure the seaplane will be able to maneuver in the existing wind and current If control seems marginal turn away and plan an alternative method of reaching the dock While approaching the dock the person who will be jumping out to secure the seaplane should take off seatbelts and unlatch the door When it is clear that the seaplane will just make it to the dock shut down the engine and let the seaplane coast the remaining distance to encounter the dock as gently as possible The person securing the seaplane should step out onto the float pick up the mooring line attached to the rear float strut and step onto the dock as the seaplane stops The line should be secured to a mooring cleat on the dock Use additional mooring lines if the seaplane will be left unattended Be sure to complete any remaining items on the checklist and to double check that the mixture magnetos and master switch are in the off positions BEACHING Success in beaching depends primarily on the type and firmness of the shoreline Inspect the beach carefully before using it If this is impossible approach the beach at an oblique angle so the seaplane c
107. ard the rear the sterns sink farther into the water Holding the elevator full up also helps push the tail down due to the increased airflow from the propeller The plowing position creates high drag requiring a relatively large amount of power for a modest gain in speed Because of the higher r p m the propeller may pick up spray even though the nose is high The higher engine power combined with low cooling airflow creates a danger of heat buildup in the engine Monitor engine temperature carefully to avoid overheating Taxiing in the plowing position is not recommended It is usually just the transitional phase between idle taxi and planing Figure 4 6 PLANING OR STEP POSITION In the planing position most of the seaplane s weight is supported by hydrodynamic lift rather than the buoyancy of the floats Because of the wing s speed through the air aerodynamic lift may also be support ing some of the weight of the seaplane Hydrodynamic lift depends on movement through the water like a water ski As the float moves faster through the water it becomes possible to change the pitch attitude to raise the rear portions of the floats clear of the water This greatly reduces water drag allowing the seaplane to accelerate to lift off speed This position is most often called on the step Figure 4 7 There is one pitch attitude that produces the minimum amount of drag when the seaplane is on the step An experienced seaplane pilot
108. ared to operations from typical hard surface runways taking off from and landing on water pres ents several added variables for the pilot to consider Waves and swell not only create a rough or uneven surface they also move and their movement must be considered in addition to the wind direction Likewise currents create a situation in which the surface itself is actually moving The pilot may decide to take off or land with or against the current depending on the wind the speed of the current and the proximity of riverbanks or other obstructions While a landplane pilot can rely on windsocks and indicators adjacent to the runway a seaplane pilot needs to be able to read wind direction and speed from the water itself On the other hand the landplane pilot may be restricted to operating in a certain direction because of the orientation of the runway while the sea plane pilot can usually choose a takeoff or landing direction directly into the wind Even relatively small waves and swell can compli cate seaplane operations Takeoffs on rough water Figure 3 2 An outgoing tide can leave a seaplane far from the water A rising tide can cause a beached seaplane to float away can subject the floats to hard pounding as they strike consecutive wave crests Operating on the surface in rough conditions exposes the seaplane to forces that can potentially cause damage or in some cases overturn the seaplane When a swell is not aligned wi
109. ated and all areas re viewed as necessary Content 1 Preflight Discussion 2 Review A Step turns B Glassy Water landings C Docking D Selected maneuvers amp Procedures which the instructor feels necessary for re view 3 Post flight Discussion Completion Standards The student will demonstrate an increased understanding and proficiency in the items done for review These maneuvers shall prepare the student for the check flight and will beet standards outlined in the Practical Test Standards for a Single Engine Sea Rating North Texas Seaplanes SES Course Manual 13 May 2013 North Texas Seaplanes SES Course Manual Flight 6 Seaplane Check flight Objective The student will perform all maneuvers and procedures as required in the Practical Test Standards for Airplane Single Engine Sea Rating Content 1 Preflight Discussion Oral Test 2 Flight Check by examiner 3 Post flight Discussion A Joining the Seaplane Pilot s Association 1 North Texas Seaplanes will pay for 1 2 of the new seaplane pilot s first year s dues Completion Standards The student will be able to perform all assigned maneuvers with smoothness and accuracy to meet the standards outlined in the Practical Test Standards for the issuance of an plane Single Engine Sea rating North Texas Seaplanes SES Course Manual 14 May 2013 North Texas Seaplanes SES Course Manual Single Engine Sea Study Notes 1 Taxiing on the Water 2 Traff
110. ation of the wind and centrifugal force may tip the seaplane to the point where the downwind float submerges and subsequently the wingtip may strike the water This is known as a waterloop and the dynamics are similar to a groundloop on land Although some damage occurs when the wingtip hits the ground during a groundloop the consequences of plunging a wingtip underwater in a seaplane can be disastrous In a fully developed water loop the seaplane may be severely damaged or may capsize Despite these dire possibilities crosswind take offs can be accomplished safely by exercising good judgment and proper piloting technique Since there are no clear reference lines for directional guidance such as those on airport runways it can be difficult to quickly detect side drift on water Waves may make it appear that the water is moving sideways but remember that although the wind moves the waves the water remains nearly stationary The waves are simply an up and down motion of the water surface the water itself is not moving sideways To maintain a straight path through the water pick a spot on the shore as an aim point for the takeoff run On the other hand some crosswind techniques involve describing a curved path through the water Experience will help determine which technique is most appropriate for a given situation CONTROLLED WEATHERVANING In light winds it is easy to counteract the weathervan ing tendency during the earl
111. ave one ready Separately for your comfort clear your ears when descending by swallowing or chewing as the airplane is not pressurized If you cannot clear an ear notify me immediately Clothing Bring clothing appropriate for the route Also the weather may vary considerably following departure Wear light shoes or sneakers but pack hiking boots and weather gear if a mountain flight Sunglasses and hat visor are advisable Avoid polyester clothing for fire safety Liquids Restrict consumption of liquids prior to and during the flight especially diuretics such as coffee tea and alcohol There is no toilet on the plane Medications Bring essential personal medications and essential toiletries in the event that we must unexpectedly remain overnight at an unplanned destination Weight and Balance Please be prepared to provide me your fully clothed weight and the packed weight of each piece of luggage you desire to bring Keep luggage weight and size to a minimum Soft bags such as duffel bags are preferred for flexible loading II SAMPLE SEAPLANE PILOTS PASSENGER BRIEFING CHECKLIST Before entering the cabin 1 How to enter and exit the cabin Avoidance of propellers and stabilizer 2 Smoking or other restrictions 3 Egress following upset a leave carry on items behind b establish situational awareness clear a pathway out d establish a reference handhold then release seatbelt e
112. cause of rough water depends on the size of the seaplane wing loading power loading and most importantly the pilot s ability As a general rule if the height of the waves from trough to crest is more than half the height of the floats from keel to deck takeoffs should not be attempted except by expert seaplane pilots Chapter 8 Emergency Open Sea Operations contains more information on rough water operations CONFINED AREA TAKEOFFS If operating from a small body of water an acceptable technique may be to begin the takeoff run while headed downwind and then turning to complete the takeoff into the wind This may be done by putting the seaplane on the step while on a downwind heading then making a step turn into the wind to complete the takeoff Exercise caution when using this technique since wind and centrifugal force are acting in the same direction and could result in the seaplane tipping over The water area must be large enough to permit a wide step turn and winds should be light In some cases the water area may be adequate but surrounding high terrain creates a confined area The terrain may also block winds resulting in a glassy water situation as well Such conditions may lead to a dangerous situation especially when combined with a high density altitude Even though landing was not difficult careful planning is necessary for the takeoff If the departure path leads over high terrain consider cir cling back over t
113. celeration so that the seaplane maintains a high speed across the water but remains well below flying speed At these speeds the water rudders must be retracted to prevent damage but there is plenty of airflow for the air rudder With the seaplane on the step gentle turns can be made by using the air rudder and the ailerons always main taining a precise planing attitude with elevator The ailerons are positioned into the turn except when aileron into the wind is needed to keep the upwind wing from lifting Step taxiing should only be attempted in areas where the pilot is confident there is sufficient water depth no float ing debris no hidden obstructions and no other water traffic nearby It can be difficult to spot floating hazards at high speeds and an encounter with a floating log or other obstruction could tear open a float Your seaplane is not as maneuverable as craft that were designed for the water so avoiding other vessels is much more diffi cult Besides the obvious danger of collision other water traffic creates dangerous wakes which are a much more frequent cause of damage If you see that you are going to cross a wake reduce power to idle and idle taxi across it preferably at an angle Never try to step taxi in shallow water If the floats touch bottom at high speed the sudden drag is likely to flip the seaplane From either the plowing or the step position when power is reduced to idle the seaplane decelerat
114. ch wheel is up using externally mounted mirrors and other visual indi cators Likewise they verbally confirm that the wheels are down before every landing on land The water rud ders are also retracted for landings When planning the landing approach be aware that the seaplane has a higher sink rate than its landplane coun terpart at the same airspeed and power setting With some practice it becomes easy to land accurately on a predetermined spot Landing near unfamiliar shore lines increases the possibility of encountering sub merged objects and debris Besides being safe it is also very important for sea plane pilots to make a conscious effort to avoid inflict ing unnecessary noise on other people in the area Being considerate of others can often mean the differ ence between a warm welcome and the banning of future seaplane activity in a particular location The actions of one pilot can result in the closing of a desir able landing spot to all pilots People with houses along the shore of a lake usually include the quiet as one of the reasons they chose to live there Sometimes high terrain around a lake or the local topography of a shore line can reflect and amplify sound so that a seaplane sounds louder than it would otherwise A good practice is to cross populated shorelines no lower than 1 000 feet AGL whenever feasible To the extent possible consistent with safety avoid overflying houses during the landing approach I
115. ches its highest point ease the back pressure to allow the seaplane to come up on the step Establish the optimum planing atti tude and allow the seaplane to accelerate to lift off speed In most cases the seaplane lifts off as it reaches flying speed Occasionally it may be necessary to gently help the floats unstick by either using some aileron to lift one float out of the water or by adding a small amount of back pressure on the elevator control Once off the water the seaplane accelerates more quickly When a safe airspeed is achieved establish the pitch attitude for the best rate of climb Vy and complete the climb checklist Turn as necessary to avoid overflying noise sensitive areas and reduce power as appropriate to minimize noise CROSSWIND TAKEOFFS In restricted or limited areas such as canals or narrow rivers it is not always possible to take off or land directly into the wind Therefore acquiring skill in crosswind techniques enhances the safety of seaplane operation Crosswinds present special difficulties for seaplane pilots The same force that acts to lift the upwind wing also increases weight on the downwind float forcing it deeper into the water and increasing drag on that side Keep in mind that the allowable crosswind component for a floatplane may be signifi cantly less than for the equivalent landplane crosswind has the same effect a seaplane during takeoff as on a landplane that is it tends to push t
116. compensate for a changing wind force In practice it is quite simple to plan sufficient curvature of the takeoff path to cancel out strong crosswinds even on very narrow rivers Note that the 4 14 tightest part of the downwind arc is when the seaplane is traveling at slower speeds The last portion of a crosswind takeoff is somewhat similar to a landplane Use ailerons to lift the down wind wing providing a sideways component of lift to counter the effect of the crosswind This means that the downwind float lifts off first Be careful not to drop the upwind wing so far that it touches the water When using a straight takeoff path keep the nose on the aim point with opposite rudder and maintain the proper step attitude until the other float lifts off Unlike a land plane there is usually no advantage in holding the sea plane on the water past normal lift off speed and doing so may expose the floats to unnecessary pounding as they splash through the waves Once airborne make a coordinated turn to the crab angle that results in a straight track toward the aim point and pitch to obtain the desired climb airspeed Again experience plays an important part in successful operation during crosswinds It is essential that all sea plane pilots have thorough knowledge and skill in these maneuvers DOWNWIND TAKEOFFS Downwind takeoffs in a seaplane present a somewhat different set of concerns If the winds are light the water is smooth
117. crest Since the timing starts with a crest and ends with a crest there is one less wave than crests Time and count each swell system 3 Obtain the swell period by dividing the time in seconds by the number of waves For example 5 waves in 30 seconds equates to a swell period of 6 seconds 4 Determine the swell velocity in knots by multi plying the swell period by 3 In this example 6 seconds multiplied by 3 equals 18 knots 5 To determine the swell length or distance between crests in feet multiply the square of the swell period by 5 For example using a 6 second swell period 62 multiplied by 5 equals 180 feet Figure 8 4 Time in Seconds Number of Waves Counted Swell Period X 3 knots Swell Velocity Swell Length Swell Period x 5 Feet Figure 8 4 Rules of thumb to determine swell period velocity and length LOW RECONNAISSANCE Perform the low reconnaissance at 500 feet to confirm the findings of the high reconnaissance and obtain a more accurate estimate of wind direction and velocity If the direction of the swell does not agree with the direction noted at 2 000 feet then there are two swell systems from different directions The secondary swell system is often moving in the same direction as the wind and may be superimposed on the first swell sys tem This condition may be indicated by the presence of periodic groups of larger than average swells The wind direction and speed can be determ
118. ction and speed must be weighed along with the surface condi tions of the water In most instances though make the approach the same as for any other water landing It may be better however to level off just above the water surface and increase the power sufficiently to maintain a rather flat attitude until conditions appear more acceptable and then reduce the power to touch down If severe bounces occur add power and lift off to search for a smoother landing spot In general make the touchdown at a somewhat flatter pitch attitude than usual This prevents the seaplane from being tossed back into the air at a dangerously low airspeed and helps the floats to slice through the tops of the waves rather than slamming hard against them Reduce power as the seaplane settles into the water and apply back pressure as it comes off the step to keep the float bows from digging into a wave face If a particularly large wave throws the seaplane into the air before coming off the step be ready to apply full power to go around Avoid downwind landings on rough water or in strong winds Rough water is usually an indication of strong winds and vice versa Although the airspeed for land ing is the same wind velocity added to the seaplane s normal landing speed can result in a much higher groundspeed imposing excessive stress on the floats increasing the nose down tendency at touchdown and prolonging the water run since more kinetic energy mu
119. d Most established seaplane bases have a windsock but if one is not visible there are many other cues to gauge the wind direction and speed prior to landing If there are no strong tides or water currents boats lying at anchor weathervane and automatically point into the wind Be aware that some boats also set a stern anchor and thus do not move with changes in wind direction There is usually a glassy band of calm water on the upwind shore of a lake Sea gulls and other waterfowl usually land into the wind and typically head into the wind while swimming on the surface Smoke flags and the set of sails on sailboats also provide the pilot with a fair approximation of the wind direction If there is an appreciable wind velocity wind streaks parallel to the wind form on the water In light winds they appear as long narrow straight streaks of smooth water through the wavelets In winds of approximately 10 knots or more foam accents the streaks forming dis tinct white lines Although wind streaks show direction very accurately the pilot must still determine which end of the wind streak is upwind For example an east west wind streak could mean a wind from the east or the west it is up to the pilot to determine which Figure 6 1 Figure 6 1 Wind streaks show wind direction accurately but the pilot must determine which end of the streak is upwind 6 1 If there are whitecaps or foam on top of the waves the foam appears to
120. d These aircraft are called amphibians On amphibious flying boats the main wheels generally retract into the sides of the hull above the waterline The main wheels for amphibious floats retract upward into the floats themselves just behind the step Additional training is suggested for any one transitioning from straight floats to amphibious aircraft Figure 2 1 There are considerable differences between handling a floatplane and a flying boat on the water but simi lar principles govern the procedures and techniques for both This book primarily deals with floatplane Figure 2 1 Flying boats floatplanes and amphibians 2 1 operations but with few exceptions the explanations given here also apply to flying boats A number of amphibious hull seaplanes have their engines mounted above the fuselage These seaplanes have unique handling characteristics both on the water and in the air Because the thrust line is well above the center of drag these airplanes tend to nose down when power is applied and nose up as power is reduced This response is the opposite of what pilots have come to expect in most other airplanes and can lead to unex pected pitch changes and dangerous situations if the pilot is not thoroughly familiar with these characteristics Pilots transitioning to a seaplane with this configuration should have additional training Many of the terms that describe seaplane hulls and floats come directly from the nom
121. d lights Whenever operating near buoys keep in mind that the length of chain holding the buoy in place is likely to be several times the depth of the water so the buoy may be some distance from its charted location as well as from any danger or obstruction it is intended to mark Do not come any closer to a buoy than necessary Buoys with a cylindrical shape are called can buoys while those with a conical shape are known as nun buoys The shape often has significance in interpreting the meaning of the buoy Figure 1 3 Since a buoy s primary purpose is to guide ships through preferred channels to and from the open sea the colors shapes lights and placement become meaningful in that context Approaching from sea ward the left port side of the channel is marked with black or green can buoys These buoys use odd numbers whose values increase as the vessel moves toward the coast They also mark obstructions that should be kept to the vessel s left when proceeding from seaward The right side of the channel or obstructions that should be kept to the vessel s right when headed toward shore are marked with red nun buoys These Keep to Left of Buoy or Piling when Coming from Seaward Keep to Left to Follow Primary Channel II Coming from Seaward Mid Channel Markers 1 3 buoys use even numbers whose values increase from seaward The mnemonic red right returning helps mariners and seaplane pil
122. der 1002550 Rev E 29 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 6 Nose gear assembly now may be removed from nose by pulling complete nose gear down from nose box 7 Clean and inspect nose box tracks for wear 8 Replace or inspect trolley axles and nylon blocks on nose gear trolley 9 Assemble in reverse order of removal and 7 3 8 4 Reassemble Nose Trolley to Nose Box 1 If installing rod end and trolley link to trolley note position of grease hole it has to be positioned up refer to Figure 7 4 2 Before inserting trolley in nose box take care to position nylon slide blocks Position as noted on Figure 7 1 and Figure 7 4 Slide trolley into nose box and reconnect to cylinder refer to Figure 7 2 After above has been accomplished the down lock has to be adjusted by lengthening or shortening cylinder rod end Adjust so two 2 rollers on the trolley link axle sit in the nose fork down stop slots Set jam nut on cylinder rod end Bring gear to down and locked position and set side play adjustment These are the two 2 long 1 inch bolt that refer to Figure 7 3 are horizontal through the nose fork Adjust to 3 32 maximum side play Do not over tighten bolts to avoid gear binding Reinstall cover on Figure 7 2 Set proximity switches or check so when gear is down green lights on selector head are on When gear is up blue lights are on Set by sliding switch brackets on cylinder shaft When set apply RTV silicone
123. des a basic knowledge that can serve as a foundation on which to build further knowledge The discussion and explanations reflect common ly used practices and principles Occasionally the word must or similar language is used where the desired action is deemed critical The use of such language is not intended to add to interpret or relieve a duty imposed by Title 14 of the Code of Federal Regulations 14 CFR It is essential for persons using this handbook to also become familiar with and apply the pertinent parts of 14 CFR and the Aeronautical Information Manual AIM The AIM is available online at http www faa gov atpubs Performance standards for demonstrating competence required for the seaplane rating are prescribed in the appropri ate practical test standard The current Flight Standards Service airman training and testing material and subject matter knowledge codes for all airman certificates and ratings can be obtained from the Flight Standards Service web site at http av info faa gov The FAA greatly appreciates the valuable assistance provided by many individuals and organizations throughout the aviation community whose expertise contributed to the preparation of this handbook This handbook supercedes Chapters 16 and 17 of FAA H 8083 3 Airplane Flying Handbook dated 1999 This hand book is available for download from the Flight Standards Service Web site at http av info faa gov This Web site also provides information ab
124. different parts of the earth Tides typically rise and fall twice a day TIP FLOATS Small floats near the wingtips of flying boats or floatplanes with a single main float The tip floats help stabilize the air plane on the water and prevent the wingtips from contacting the water TRANSOM As it applies to seaplanes the rear bulkhead of a float TROUGH The low area between two wave crests UPSWELL Motion opposite the direction the swell is moving If the swell is moving from north to south a seaplane going from south to north is moving upswell VESSEL Anything capable of being used for transportation on water including seaplanes WATER RUDDERS Retractable control surfaces on the back of each float that can be extended downward into the water to provide more directional control when taxiing on the surface They are attached by cables and springs to the air rudder and operated by the rudder pedals in the cockpit WEATHERVANING The ten dency of an aircraft to turn until it points into the wind WINDWARD Upwind or the upwind side of an object WING FLOATS Stabilizer floats found near the wingtips of flying boats and single main float float planes to prevent the wingtips from contacting the water Also called tip floats Aids for marine navigation 1 2 Altimeter setting 6 7 Amphibians 2 1 6 2 Anchoring 6 9 Autorotation 9 2 9 6 9 8 Auxiliary fin 2 4 5 2 B Beaching 6 8 6 10
125. dis tance between swells Closely spaced swells can be very violent and can destroy a seaplane even though the wave height is relatively small On the other hand the same seaplane might be able to handle much higher waves if the swells are several thousand feet apart The relationship between the swell length and the height of 8 1 BEAUFORT WIND SCALE WITH CORRESPONDING SEA STATE CODES Wind Velocity Knots ps Less than1 Calm Light Air Wind scription Beaufort Number 2 Moderate 3 6 10 Breeze 17 21 Fresh Breeze some spray Sea State Description Sea State Term and Height of Waves Feet Condition Number Sea surface smooth and mirror like Scaly ripples no foam crests Light Breeze Small wavelets crests glassy no breaking 4 11 16 5 Gentle Breeze Large wavelets crests begin to break scattered whitecaps Small waves becoming longer numerous whitecaps Moderate waves taking longer form many whitecaps NN 22 27 Strong Breeze Larger waves whitecaps common more spray 28 33 Sea heaps up white foam streaks off breakers 34 40 Gale Moderately high waves of greater length edges of crests begin to break into spindrift foam blown in streaks 41 47 Strong Gale High waves sea begins to roll dense streaks of foam spray may reduce visibility 48 55 Storm Very high waves with overhanging crests sea white with densely blown foam heavy rolling lowered visibility 11 56 63
126. e Seaplane Passenger Briefing Drafting Group included Michael S Baum Robert B Curtis Prof Dale DeRemer Ray Hawco David Wiley and Walter B Windus The Permanent Editorial Board of the Aviators Model Code of Conduct is presented at lt http www secureav com PEB pdf gt KKK i Ry Wipaire Inc 8520 River Road Inver Grove Heights MN 55076 Phone 612 451 1205 Fax 612 451 1786 FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT FOR AMPHIBIAN OPERATION IN THE SUPER CUB MODEL PA 18 150 PA 18A 150 WITH STC SA682AL 160 BHP WIPLINE MODEL 2100 AMPHIBIOUS FLOATS At a gross weight of 2000 pounds REG NO N8177D SER 12 610Q0 S This Supplement must be attached to the FAA Approved Airplane Flight Manual when the airplane is modified by the installation of Wipline Model 2100 floats in accordance with STC SA00713CH The information contained herein supplements or supersedes the basic FAA Approved Airplane Flight Manual only in those areas listed For limitations procedures and performance information not contained in this Supplement consult the basic airplane placards markings and the AFM as applicable Prather Manager icago Aircraft Certification Office FAA Central Region Date 22 1998 v word60 engineer pal8 5A doc blank FAA APPROVED OCT 22 1998 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN PA 18 LOG OF REVISIONS PAGES DESCRIPTION DATE FAA APPROVE
127. e aft portions of the floats out of the water The step makes this possible When running on the step a relatively small portion of the float ahead of the step supports the seaplane Without a step the flow of water aft along the float would tend to remain attached all the way to the rear of the float creating unnecessary drag The steps are located slightly behind the airplane s center of gravity CG approximately at the point where the main wheels are located on a landplane 2 3 with tricycle gear If the steps were located too far aft or forward of this point it would be difficult if not impossible to rotate the airplane into a nose up attitude prior to lifting off Although steps are necessary the sharp break along the underside of the float or hull concentrates structural stress into this area and the disruption in airflow produces considerable drag in flight The keel under the front portion of each float is intended to bear the weight of the seaplane when it is on dry land The location of the step near the CG would make it very easy to tip the seaplane back onto the rear of the floats which are not designed for such loads The skeg is located behind the step and acts as a sort of chock when the seaplane is on land making it more difficult to tip the seaplane backward Most floatplanes are equipped with retractable water rudders at the rear tip of each float The water rudders are connected by cables and springs to the r
128. e for memory location 2 etc 35 4 11 4 12 FAILURE MODE OPERATION There are two failure mode annunciations incorporated in your TX 760D Should the left hand display start flashing and the code 01 appear in the right hand display the synthesizer is not tuned and will not channel the unit Power down wait 5 seconds and power up If the unit will not reset service is required If the same indication is observed and the code 02 is displayed the unit has shut down due to the transmission time exceeding three minutes as would be encountered with a stuck mic key Power down wait one minute power up If the T is seen to the nght side of the active display the mic keyline is stuck SAFEGUARDS OPERATION In order to remind the operator that the unit is receiving and the volume may not be turned up an R is displayed to the right of the active display This R will come on anytime a signal is being received or squelch is broken Also to remind the operator a T will be displayed any time the unit is in the transmit mode 36 5 INDICATOR STANDBY FREQUENCY MEMORY FREQUENCY INDICATOR RECIEVE INDICATOR TRANSMIT INDICATOR WINDOW i STANDBY WINDOW PHOTOCELL FOR AUTOMATIC DISPLAY DIMMING TUNING ENCODER MEMORY SELECTOR AUTO MANUAL SQUELCH SWITCH OUTER MEMORY STORAGE BUTTON ACCESS FOR LOCKING PAWL FREQUENCY TRANSFER BUTTON OFF
129. e porpoising develops the standard solution is to reduce power and let the air plane settle back into the water But if power is reduced too quickly in a seaplane with a high mounted engine the sudden upward pitching force can combine with the porpoising to throw the seaplane into the air with inadequate airspeed for flight decreasing thrust and inadequate altitude for recovery Depending on how far the engine is from the airplane s CG the mass of the engine can have detrimental effects on roll stability Some seaplanes have the engine mounted within the upper fuselage while oth Figure 5 4 Pitching forces in seaplanes with a high thrust line Decreasing Thrust 5 3 ers have engines mounted a pylon well above the main fuselage If it is far from the CG the engine can act like a weight at the end of a lever and once started in motion it tends to continue in motion Imagine balancing a hammer upright with the handle on the palm of the hand Figure 5 5 instructor in order to operate this type of seaplane safely MULTIENGINE SEAPLANES A rating to fly single engine seaplanes does not entitle a pilot to fly seaplanes with two or more engines The Figure 5 5 Roll instability with high mounted engine Finally seaplanes with high mounted engines may have unusual spin characteristics and recovery tech niques These factors reinforce the point that pilots need to obtain thorough training from a q
130. eaplane facilities landing areas waterway use regulations and local restrictions throughout the United States Before 3 4 operating a seaplane on public waters contact the Parks and Wildlife Department of the state the State Aeronautics Department or other authorities to determine the local requirements In any case sea plane pilots should always avoid creating a nuisance in any area particularly in congested marine areas or near swimming or boating facilities Established seaplane bases are shown on aeronautical charts and are listed in the Airport Facility Directory The facilities at seaplane bases vary greatly but most include a hard surface ramp for launching servicing facilities and an area for mooring or hangaring sea planes Many marinas designed for boats also provide seaplane facilities Seaplanes often operate in areas with extensive recre ational or commercial water traffic The movements of faster craft such as speedboats and jet skis are unpre dictable People towing skiers may be focusing their attention behind the boat and fail to notice a landing seaplane Swimmers may be nearly invisible often with just their heads showing among the waves There is no equivalent of the airport traffic pattern to govern boat traffic and although right of way rules exist on the water many watercraft operators are unaware of the limits of seaplane maneuverability and may assume that seaplanes will always be able to maneuve
131. eck is to be done every 200 hours and is part of the maintenance checklist On the 2100 amp 2350 Series Floats Gear Track P N 21A07349 003 LT 004 RT 1002550 Rev E 31 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 REMOVE ROD END AT THIS LOCATION ACCESS HOLE IN NOSE BOX TOP Figure 7 2 Nose Box Access Location 1002550 Rev E 32 WIPLINE MODEL 2100 2350 FLOAT SERVICE MANUAL FOR NOSEBOX REMOVAL REMOVE FW D 8 BOLTS ON NOSE BULKHEAD AND 2 BOLTS ON BULKHEAD ON AFT BOX SIDE PLAY ADJUSTMENT BOLTS REMOVE THIS BOLT FOR NOSE GEAR REMOVAL Figure 7 3 Front View Nose Box 33 1002550 WIPLINE MODEL 2100 2350 FLOAT SERVICE MANUAL AATIONL JO H3 LN3O OL 1355440 39NV1 NOILISOd ALON SH4OO 1d 3011S XNITA3TIOSHL Qo S XOVMH L A404 ISON 1 J3SV4dHo Figure 7 4 Position of Trolley to Nose Box 34 Rev E 1002550 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 9 WATER RUDDER RETRACTION AND STEERING SYSTEM 9 1 Description The water rudder retract system is manually operated by a lever through a system of cables and pulleys Steering is directed from the aircraft rudder steering system 9 2 Adjustment Rigging of the water rudder steering cables is accomplished by centering the airplane rudder and adjusting the turnbuckles such that both rudders trail with the float centerline Cables should be tensioned to
132. ed to extract water that has leaked into the bilge of a float or flying boat BULKHEAD A structural parti tion that divides a float or a flying boat hull into separate compartments and provides additional strength BUOYANCY The tendency of a body to float or to rise when submerged in a fluid BUOYS Floating objects moored to the bottom to mark a channel waterway or obstruction CAN BUOYS Cylindrical buoys marking the left side of a channel for an inbound vessel They have odd numbers which increase from seaward CAPSIZE To overturn CAST OFF To release or untie a vessel from its mooring point CENTER OF BUOYANCY The average point of buoyancy in float ing objects Weight added above this point will cause the floating object to sit deeper in the water in a level attitude CHINE tThe longitudinal seam joining the sides to the bottom of the float The chines serve a structural purpose transmitting loads from the bottoms to the sides of the floats They also serve a hydrodynamic purpose guiding water away from the float reducing spray and con tributing to hydrodynamic lift A roughened condition of the sea surface caused by local winds It is characterized by its irregularity short distance between crests and whitecaps COMBINATION SKI A type of aircraft ski that can be used on snow or ice but that also allows the use of the skiplane s wheels for landing on runways
133. educes the water forces on the floats Suppose the seaplane lifts off at 50 knots and the current is 3 knots If winds are calm the seaplane needs a water speed of 47 knots to take off downstream but must accelerate to a water speed of 53 knots to become airborne against the current This dif ference of 6 knots requires a longer time on the water and generates more stress on the floats The situation becomes more complex when wind is a factor If the wind is blowing against the current its speed can help the wings develop lift sooner but will raise higher waves on the surface If the wind is in the same direction as the current at what point does the speed of the wind make it more worthwhile to take off against the current In the previous example a wind velocity of 3 knots would exactly cancel the benefit of the current since the air and water would be moving at the same speed In most situations take off into the wind if the speed of the wind is greater than the current Unlike landplane operations at airports many other activities are permitted in waters where seaplane operations are conducted Seaplane pilots encounter a variety of objects on the water some of which are nearly submerged and difficult to see These include items that are stationary such as pilings and buoys and those that are mobile like logs swimmers water skiers and a variety of watercraft Before beginning the takeoff it is a good practice to taxi along the
134. eference to keep them oriented in the event of an accident such as left hand on the left knee left armrest or right hand toward the direction of the exit 9 How to clear an egress pathway remove headphones and clear the cord establish a reference handhold then release seatbelts harnesses and clear them out of the way Once situational awareness is established an exit path chosen and cleared a handhold established and seat belts are released and cleared passengers can use a hand over hand technique to make their way to and out of an exit after the aircraft stops moving and the cabin has filled with enough water to equalize pressures so the door or window may be opened Using positional and situational awareness and the hand over hand technique decreases the possibility of passenger disorientation Stress that left and right are the same whether a passenger is upright or inverted That is if an exit is on a passenger s right while the plane is upright it will still be on the passenger s right if the plane is inverted Make all directional references in relation to the passengers right or left not yours Advise passengers whether the door handle on the inside of the airplane will work in reverse in case the plane is upside down and that when the door is closed and locked as in flight it may be impossible to open from the outside Once passengers have evacuated the seaplane they may inflate their Personal Hotation Device
135. eft Rear Y1 Right Rear 2 Totals Notes 1 Zero out or deduct tare weights at the Y arms 2 If using overhead hoist and weight load cell pick up aircraft at the front spar lifting rings Arm of lifting rings at the aircraft station 33 58 Level the aircraft by placing weight on the float deck to balance Record tare weight and arm 1002550 Rev E 53 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing Procedure for Cessna 175 Floatplane Level the aircraft as per the weight and balance section of the landplane handbook or use the upper pilot s door sill Place the scales under all 4 wheels Place whatever blocking is required under the mail gears to level the aircraft Drop a plumb bob from the face of the firewall and mark the floor with a line This line is 0 0 in the calculations Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1 and Y2 If the floats are seaplane floats the scales go under the step point in the rear and a point towards the front of the float These distances are measured and become the same X and Y as for the amphibian Use this table for the calculations Scale Reading Distance from 0 0 Weight x Arm Weight X Arm Moment Left Front X1 Right Front M 1 Xo _ Left Rear Y1 Right Rear Y2 Totals Notes 1 Zero out or deduct tare weights at
136. electrical power pack the handle is in the neutral position handle pointed to the neutral position If electrical pump should not operate select to gear up handle pointed forward or gear down handle pointed aft Insert stowable handle in pump and pump gear to desired position If pump should leak remove snap ring under handle and pull out inner cylinder Replace O rings and reinstall 7 6 Gear Selector The gear selector is an electrical switch which changes pump direction of the electro power pack for gear up or down The red light on panel indicates the pump is running The four 4 green lights indicate the landing gear is down The four 4 blue lights indicate the gear is up for water landing The top two lights of each cluster refer to the nose gear position The bottom two refer to the main gear BLUE GEAR UP WATER GREEN GEAR DOWN LAND 1002550 Rev E 28 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 CAUTION Do not land on water with gear in extended position Aircraft will nose over 7 7 Main Wheels and Brakes Grease zerks are provided on all wheels and bearings and should be greased every 25 hours or after an extended period of time in the water Water heat resistant grease is recommended The brakes need no special care other than to maintain the brake disc free of rust which causes premature brake lining wear Bleeding is carried out in the usual manner from the bottom up Main wheel tires
137. ells However when two swell systems are in opposition the swells tend to cancel each other or fill in the troughs This provides a relatively flat area that appears as a lesser concentra tion of whitecaps and shadows This flat area is a good touchdown spot for landing Figure 8 3 Resultant Wave Resultant Wave Figure 8 3 Wave interference SWELL SYSTEM EVALUATION The purpose of the swell system evaluation is to deter mine the surface conditions and the best heading and technique for landing Perform a high reconnaissance a low reconnaissance and then a final determination of landing heading and touchdown area HIGH RECONNAISSANCE During the high reconnaissance determine the swell period swell velocity and swell length Perform the high reconnaissance at an altitude of 1 500 to 2 000 feet Fly straight and level while observing the swell systems Perform the observation through a complete 360 pattern rolling out approximately every 45 Fly parallel to each swell system and note the heading the direction of movement of the swell and the direc tion of the wind To determine the time and distance between crests and their velocity follow these directions 1 Drop smoke or a float light and observe the wind condition 2 Time and count the passage of the smoke or float light over successive crests The number of waves is the number of crests counted minus one A complete wave runs from crest to
138. elves regardless of the seaplane s attitude Help the passengers establish a definite frame of reference inside the seaplane and remind them that even if the cabin is inverted the doors and exits remain in the same positions relative to their seats Also brief passengers on how to find their way to the surface after getting clear of the seaplane Bubbles always rise toward the surface so advise passengers to follow the bubbles to get to the surface WATER PRESSURE The pressure of water against the outside of the doors and windows may make them difficult or impossible to open Passengers must understand that doors and win dows that are already underwater may be much easier to open and that it may be necessary to equalize the pressure on both sides of a door or window before it will open This means allowing the water level to rise or flooding the cabin adjacent to the door which can be very counter intuitive when trapped underwater FLOTATION EQUIPMENT Personal flotation devices PFDs are highly recom mended for pilots and all passengers on seaplanes 8 8 Since the probability of a passenger finding unwrap ping and putting on a PFD properly during an actual capsizing is rather low some operators encourage passengers to wear them during the starting taxiing takeoff landing and docking phases of flight Not all PFDs are appropriate for use in aircraft Those that do not have to be inflated and that are bulky and buoya
139. ely tolerant range of pitch angles If the nose is held too low during planing water pressure in the form of a small crest or wall builds up under the bows of the floats Eventually the crest becomes large enough that the fronts of the floats ride up over the crest pitching the bows upward As the step passes over the crest the floats tip forward abruptly digging the bows a little deeper into the water This builds a new crest in front of the floats resulting in another oscillation Each oscillation becomes increasingly severe and if not cor rected will cause the seaplane to nose into the water resulting in extensive damage or possible capsizing A second type of porpoising can occur if the nose is held too high while on the step Porpoising can also cause a premature lift off with an extremely high angle of attack which can result in a stall and a subsequent nose down drop into the water Porpoising occurs dur ing the takeoff run if the planing angle is not properly controlled with elevator pressure just after passing through the hump speed The pitching created when the seaplane encounters a swell system while on the step can also initiate porpoising Usually porpoising does not start until the seaplane has passed a degree or two beyond the acceptable planing angle range and Figure 4 13 Porpoising increases in amplitude if not corrected promptly 4 9 does not cease until after the seaplane has passed out of the critic
140. enclature of boats and ships Some of these terms may already be familiar but they have specific meanings when applied to seaplanes Figures 2 2 and 2 3 describe basic terms and the glossary at the end of this book defines additional terms Other nautical terms are commonly used when operat ing seaplanes such as port and starboard for left and right windward and leeward for the upwind and down wind sides of objects and bow and stern for the front and rear ends of objects Research and experience have improved float and hull designs over the years Construction and materials have changed always favoring strength and light weight Floats and hulls are carefully designed to optimize hydrodynamic and aerodynamic performance Chine Forebody Length Figure 2 2 Hull components 2 2 Floats usually have bottoms sides and tops A strong keel runs the length of the float along the center of the bottom Besides supporting the seaplane on land the keel serves the same purpose as the keel of a boat when the seaplane is in the water It guides the float in a straight line through the water and resists sideways motion A short strong extension of the keel directly behind the step is called the skeg The chine is the seam where the sides of the float are joined to the bottom The chine helps guide water out and away from the float reducing spray and helping with hydrodynamic lift Hydrodynamic forces are those that result from moti
141. entified on the form as CCXTX760D under Type Acceptance Number If a copy of the filed Form 404 is kept in the aircraft the TX 760D may be operated up to 30 days while awaiting the formal license For Ground Station operation Form 406 should be filed as above SECTION IV OPERATION 4 1 4 2 4 3 4 4 5 This section is to instruct the owner operator the proper care and feeding of their new TERRA TX 760D VHF communications transceiver OPERATION See Drawing 9 1160 0010 01 for locations and descriptions of the TX 760D Front anel Controls CAUTION Insure the TX 760D is turned off until after engine start up procedures are completed This simple precaution will greatly improve the lifetime of all of your avionics as well as your new TX 760D FREQUENCY MODE To tum power on rotate the small inner left knob clockwise A slight detent will be felt Left to right the following will be displayed in the window 188 88 T R 8 m 188 88 After 5 seconds the displays will revert back to the last used frequencies Enter your desired frequency in the right hand or standby window by turning the tune knob on the right hand side The faster this knob is rotated the more the frequency changes with each detent Clockwise tuning increases the frequency and counterclockwise tuning decreases the frequency At the upper and lower limits of the frequency band i e 118 00 and 136 975 the frequency will wrap around This allow
142. es quite rapidly and eventually assumes the displacement or idle position Be careful to use proper flight control pressures during the deceleration phase because as weight is transferred toward the front of the floats and drag increases some seaplanes have a tendency to nose over Control this with proper use of the elevator TURNS At low speeds and in light winds make turns using the water rudders which move in conjunction with the air rudder As with a landplane the ailerons should be positioned to minimize the possibility of the wind lift ing a wing In most airplanes left turns are somewhat easier and can be made tighter than right turns because of torque If water rudders have the proper amount of movement most seaplanes can be turned within a radius less than the span of the wing in calm conditions or a light breeze Water rudders are usually more effec tive at slow speeds because they are acting in compar atively undisturbed water At higher speeds the stern of the float churns the adjacent water causing the water rudder to become less effective The dynamic pressure of the water at high speeds may tend to force the water rudders to swing up or retract and the pounding can cause damage For these reasons water rudders should be retracted whenever the seaplane is moving at high speed The weathervaning tendency is more evident in seaplanes and the taxiing seaplane pilot must be constantly aware of the wind s effect on t
143. evel Dry Runway No Wind 4 Obstacle Clearance Speed Is 70 MCAS Notes 1 Mixture may be leaned above 3000 feet for increased power 2 Ground distance is estimated to be approximately 50 of total distance to obstacle height 3 Landing gear down till obstacle cleared 4 Distances in excess of 3000 feet are approximate and should be used with caution STD TEMP 60 F STD TEMP 40 F STD TEMP 20 F STD TEMP STD TEMP 20 F STD TEMP 40 F DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE ft ft ft ft FAA APPROVED a OCT 2 2 1998 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN PA 18 LANDING DISTANCE OVER 50 FOOT OBSTACLE MAXIMUM WEIGHT 2000 LBS WATER LANDING CONDITIONS Flaps 50 Throttle Idle Obstacle Clearance Speed Is 69 MCAS No Wind Rippled Water Notes 1 Shaded area of chart denotes possible frozen water Distances are provided to allow interpolation 2 Water distances are estimated to be approximately 50 of total landing distance from 50 foot obstacle height STD TEMP 60 F STD TEMP 40 F STD TEMP 20 F STD TEMP STD TEMP 20 F STD TEMP 40 F DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR ALTITUDE TEMP 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE 50 OBSTA
144. ey worry you ask me about them when it appears I am not busy Environmental The plane is heated If you are cold ask me to increase the heat If you desire cool air I will show you the location and operation of the air vents Hazardous Materials Do not board flammable substances or aerosols such as lighters lighter fluid propane gasoline or flammable gases strike anywhere matches mace tear gas hair spray or dry ice without first obtaining my permission Medications Drugs and Medical Condition If you are taking medications that may impair your judgment or affect normal health if you have any medical or related conditions predispositions including for example anemia acrophobia claustrophobia epilepsy or nervous disorders if you wear a hearing aid or if you have been scuba diving in the past 48 hours please notify me before the flight File lt http www secureav com seaplane briefing doc gt Last Updated January 20 2006 Version 1 0 Illicit Substances The use or transportation of illicit substances is strictly prohibited Health If you become ill or feel any discomfort for any reason please inform me immediately Subject to safety requirements and the instructions given me by air traffic controllers I will terminate the flight upon your request Air Sickness amp Ear Comfort Airsickness bags are located in your seat pocket Locate them when you board and please h
145. f making a go around turn back over the water for the climbout and reduce power slightly after attaining a safe altitude and airspeed A reduction of 200 r p m makes a significant difference in the amount of sound that reaches the ground LANDING In water landings the major objectives are to touch down at the lowest speed possible in the correct pitch attitude without side drift and with full control throughout the approach landing and transition to taxiing The correct pitch attitude at touchdown in a landplane varies between wide limits For example wheel land ings in an airplane with conventional gear require a nearly flat pitch attitude with virtually zero angle of attack while a full stall landing on a short field might call for a nose high attitude The touchdown attitude for a seaplane typically is very close to the attitude for taxiing on the step The nose may be a few degrees higher The objective is to touch down on the steps Figure 6 2 The touchdown attitude for most seaplanes is almost the same as for taxiing on the step 6 2 with the sterns of the floats near or touching the water at the same time Figure 6 2 If the nose is much higher or lower the excessive water drag puts unneces sary stress on the floats and struts and can cause the nose to pitch down allowing the bows of the floats to dig into the water Touching down on the step keeps water drag forces to a minimum and allows energy to dissipa
146. fied by STC SE2315NM asus vessels 160 BHP rated Maximum Oil Temperature Pe iesu cure 245 F Oil Pressure Minimum eese een seen 25 psi 100 psi Fuel aet Veto Ceo ce aa eee ae a EI 100LL Propeller obvia eu xt McCauley 1A175 GM8244 Diameter enne rennen 82 inches Minimum 80 5 inches Static RPM at Full Throttle 0 00122 2375 to 2475 RPM Powerplant Instrument Markings Tachometer Redline Maximum Engine 0 66 6 2700 RPM Green arc Normal Operating Range 222 2 22 500 to 2700 RPM Oil Temperature Gage Redline Maximum Safe 21221222 245 F Green Arc Normal Operating Range 2 2222 100 to 245 F Oil Pressure Gage Redline Maximum Pressure 120 22 2 100 Yellow Arc Cautionary 120002 85 to 100 psi
147. float remove cotter pin on coupling nut 2 NOTE Before removing mark nut inboard or outboard for ease of reinstalling Hold coupling nut with 1 inch wrench while removing bolt on outboard side then inboard side NOTE Just remove coupling nut leave bolts through gear tracks for now Through top access unlock gear and by hand move to the down position Under the float remove bolt on drag link holding the lower shock strut end 1002550 Rev E 23 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 17 Through side access finish removing main drag link 5 8 inch bolts and remove drag link 18 Through top access remove two 2 4 inch diameter bolts on retract yoke 19 From outboard access remove retract arm by pulling outboard 20 From outboard and top access remove four 4 3 16 inch diameter bolts holding track to side panels 21 From inboard access remove four 4 3 16 inch diameter bolts holding track to side panels 22 From under float slide out the entire track assembly Position on bench 23 Remove shock strut assembly from track assembly by spreading track panels apart Leave track spreader plate intact 24 Clean and inspect track 25 To remove shaft from upper shock strut remove the two 2 outside grease zerk fittings 26 For shock strut service shock strut must be compressed before disassembly NOTE Shock strut maybe returned to the factory for service 27 Clean and inspect all parts 7 2 In
148. for indications of currents in moving water Note the position of any buoys marking pre ferred channels hidden dangers or off limits areas such as no wake zones or swimming beaches Just as it is a good idea in a landplane to get a mental picture of the taxiway arrangement at an unfamiliar airport prior to landing the seaplane pilot should plan a taxi route that will lead safely and efficiently from the intended touchdown area to the dock or mooring spot This is especially important if there is a significant wind that could make turns difficult while taxiing or necessitate sailing backward or sideways to the dock If the water is clear and there is not much wind it is possible to see areas of waterweeds or obstructions lying below the surface Noting their position before landing can prevent fouling the water rudders with weeds while taxiing or puncturing a float on a submerged snag In confined areas it is essential to verify before landing that there is sufficient room for a safe takeoff under the conditions that are likely to prevail at the intended departure time While obstruction heights are regulated in the vicinity of land airports and tall structures are usually well marked this is not the case with most l water landing areas alert for towers cranes powerlines and the masts of ships and boats on the approach path Finally plan a safe conservative path for a go around should the landing need to be aborte
149. gears to level aircraft Drop plumb bob from the wing leading edge to the floor and mark a line to establish station 0 0 the datum Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1 and Y2 Use this table for the calculations Scale ReadingDistance from 0 0 Weight x Arm Weight X Arm Moment Left Front 4 x1 Right Front H Xo Left Rear Y1 Right Rear Y2 t Totals Notes 1 Zero out or deduct tare weights at the Y arms 2 If using an overhead hoist and load cell pick up aircraft at the center line of the front spar wing butt fittings The center line of the front spar is 9 inches from the datum 3 Level the aircraft by placing weight on the float deck where it is needed Record the tare weight and arm 1002550 Rev E 48 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing procedures for the Piper PA 12 Floatplane Level aircraft per manufacturer s instructions or drop a plumb bob from the machine screw at the door frame channels at rear upper corner of the door to a hole in the plate near the rear seat When these meet the plane is level Place scales under the right and left nose and main gear wheels Place blocking under the right and left main gears to level aircraft Drop plumb bob from the wing leading edge to floor and mark with a line This line is the datum 0 0 i
150. he seaplane sideways across the takeoff path which imposes side loads on the landing gear In addition wind pressure on the vertical tail causes the seaplane to try to weathervane into the wind At the beginning of the takeoff roll in a landplane drift and weathervaning tendencies are resisted by the fric tion of the tires against the runway usually assisted by nosewheel steering or in some cases even differential braking The objective in a crosswind takeoff is the same in landplanes and seaplanes to counteract drift and minimize the side loads on the landing gear The sideways drifting force acting through the sea plane s center of gravity is opposed by the resistance of the water against the side area of the floats This creates a force that tends to tip the seaplane sideways pushing the downwind float deeper into the water and lifting the upwind wing The partly submerged float has even more resistance to sideways motion and the upwind wing dis plays more vertical surface area to the wind intensifying the problem Without intervention by the pilot this tip ping could continue until the seaplane capsizes During a takeoff in stiff crosswinds weathervaning forces can cause an uncontrolled turn to begin As the turn develops the addition of centrifugal force acting outward from the turn aggravates the problem The keels of the floats resist the sideways force and the upwind wing tends to lift If strong enough the combin
151. he ability to maneuver In stronger winds weathervaning forces may make it difficult to turn 4 5 downwind Often a short burst of power provides suf ficient air over the rudder to overcome weathervan ing Since the elevator is held all the way up the airflow also forces the tail down making the water rudders more effective Short bursts of power are preferable to a longer continuous power application With continuous power the seaplane accelerates increasing the turn radius The churning of the water in the wake of the floats also makes the water rudders less effective At the same time low cooling airflow may cause the engine to heat up During a high speed taxiing turn centrifugal force tends to tip the seaplane toward the outside of the turn When turning from an upwind heading to a downwind heading the wind force acts in opposition to centrifu gal force helping stabilize the seaplane On the other hand when turning from downwind to upwind the wind force against the fuselage and the underside of the wing increases the tendency for the seaplane to lean to the outside of the turn forcing the downwind float deeper into the water In a tight turn or in strong winds the combination of these two forces may be sufficient to tip the seaplane to the extent that the downwind float submerges or the outside wing drags in the water and may even flip the seaplane onto its back The further Centrifugal Wind Force Force i Wind F
152. he best landing heading parallels the crests and has the most favorable headwind component In this situation it makes little difference whether touchdown is on top of the crest or in the trough LANDING PERPENDICULAR TO THE SWELL If crosswind limits would be exceeded by landing par allel to the swell landing perpendicular to the swell might be the only option Landing in closely spaced swells less than four times the length of the floats should be considered an emergency procedure only since damage or loss of the seaplane can be expected If the distance between crests is less than half the length of the floats the touchdown may be smooth since the floats will always be supported by at least two waves but expect severe motion and forces as the seaplane slows A downswell landing on the back of the swell is pre ferred However strong winds may dictate landing into the swell To compare landing downswell with landing into the swell consider the following example Assuming a 10 second swell period the length of the swell is 500 feet and it has a velocity of 30 knots or 50 feet per second Assume the seaplane takes 890 feet and 5 seconds for its runout Downswell Landing The swell is moving with the seaplane during the landing runout thereby increas ing the effective swell length by about 250 feet and resulting in an effective swell length of 750 feet If Position of Swell at Touchdown Direction of Swell Movement 8 4
153. he water after takeoff to gain altitude If air temperatures have increased since landing make the proper allowance for reduced takeoff performance due to the change in density altitude Think about spending the night to take advantage of cooler temperatures the next morning Although the decision may be difficult consider leaving some cargo or passengers behind if takeoff safety is in question It is far better to make a second trip to pick them up than to end your takeoff in the trees along the shore PERFORMANCE CONSIDERATIONS FOR TAKEOFF CLIMB CRUISE AND LANDING Since many pilots are accustomed to a certain level of performance from a specific make and model of land airplane the changes in performance when that same airplane is equipped with floats can lead to trouble for a careless or complacent pilot Floats weigh somewhat more than the wheeled landing gear they replace but floats are designed to produce aerodynamic lift to off set some of the weight penalty Generating lift inevitably creates induced drag which imposes a small reduction in overall performance By far the greatest impact on performance comes from the parasitic drag of the floats TAKEOFF In a landplane takeoff distance increases with addi tional takeoff weight for two reasons it takes longer for the engine and propeller to accelerate the greater mass to lift off speed and the lift off speed itself is higher because the wings must move faster to produce
154. hen the piston containing the magnetic material has reached either end of its travel 6 2 Service Schedule As coded in the Inspection Time Limits chart in this section there are items to be checked each 25 50 100 and 200 hours Also there are notes on special items which may require servicing at more frequent intervals e When conducting an inspection at 25 hours all items marked for 25 hours would be accomplished e When conducting an inspection at 50 hours the 25 and 50 hour items would be accomplished e When conducting an inspection at 100 hours the 25 50 and 100 hour items would be accomplished e When conducting an inspection at 200 hours the 25 50 100 and 200 hour items would be accomplished Acomplete inspection Annual Inspection would include all 25 50 100 and 200 hour items When servicing float hull and amphibian components below is list of recommended lubricants and protection products This lists products used by Wipaire during assembly of the floats There may be equivalent products that are just as satisfactory for protection It is recommended if trying different products to inspect them frequently so as to determine their effectiveness Protection of nuts bolts hydraulic lines or metal surfaces Zip D 5029NS Corrosion Inhibiting Compound Zip Chemical Company CRC SP400 Soft Seal CRC Industries General Lubricants LPS 1 LPS 2 and LPS 3 LPS Industries Wheel Bearings HCF G
155. ic Pattern 3 Rough Water Operations 4 Glassy Water Operations 5 Docking 6 Power off Sailing North Texas Seaplanes SES Course Manual 15 May 2013 North Texas Seaplanes SES course Manual 1 Taxiing on the Water There are three types of water taxis we use with a float plane 1 Idle Taxi 2 Plow Taxi 3 Step Taxi The float plane stays afloat in idle and plow taxi due to the floats buoyancy The float plane stays afloat in step taxi due to planing action like water skis The checklist we use prior to idle plow or step taxi and take off landing or sailing is the acronym F A R T S F Flaps and Flight Controls Checked A Area Clear R Water Rudder Up or Down T Trim Set S Stick Aft or Forward The characteristics of the three water taxi types are summarized in the table below Plow Water Rudders Aft or Fwd as Req d Clear Clear Idle Taxi is generally considered to be the best form of taxiing because we have 1 Good visibility 2 Good cooling 3 No spray problem Clear Aft then as Required North Texas Seaplanes SES Course Manual Power 1000 RPM Full Power then 1700 RPM Full Power and then about 2000 RPM 16 Ailerons Head Into Wind Tail Away from Wind Head Into Wind Tail Away from Wind Required to keep wings level usually into Turn May 2013 North Texas Seaplanes SES Course Manual Plow Taxi i
156. igure 4 14 This graph shows water drag and propeller thrust during a takeoff run rear portions of the floats clear of the water This elim inates all of the wetted area aft of the step along with the associated drag As further acceleration takes place the flight controls become more responsive just as in a landplane Elevator deflection is gradually reduced to hold the required planing attitude As the seaplane continues to accelerate more and more weight is being supported by the aerodynamic lift of the wings and water resistance continues to decrease When all of the weight is transferred to the wings the seaplane becomes airborne Several factors greatly increase the water drag or resistance such as heavy loading of the seaplane or glassy water conditions In extreme cases the drag may exceed the available thrust and prevent the seaplane from becoming airborne This is particularly true when operating in areas with high density altitudes high ele vations high temperatures where the engine cannot develop full rated power For this reason the pilot should practice takeoffs using only partial power to simulate the longer takeoff runs needed when operating where the density altitude is high and or the seaplane is heavily loaded This practice should be conducted under the supervision of an experienced seaplane instructor and in accordance with any cautions or limitations in the AFM POH Plan for the additional takeoff area requi
157. iing and Hovering 9 3 Takeo ue id ae 9 4 landing 9 4 9 6 Shutdown Mooring 9 6 Ground 9 6 Ski Equipped Helicopters 9 6 Construction and Maintenance REGUITSMENES sey vocate re sees 9 7 Operational Characteristics 9 7 Preflight Requirements 9 7 cip DL 9 7 Taxing and Hovering 9 7 a ase 9 7 TAINS aoe ose eee 9 8 9 8 Ground 9 8 GIOSSAPY G 1 Index 5 5 4 4 1 1 Chapter 1 Aids for PRIVILEGES AND LIMITATIONS In general the privileges and limitations of a seaplane rating are similar to those of the equivalent land rating The same standards and requirements apply as for comparable landplane certificates While it is possible for a student to use a seaplane to obtain all the flight training necessary to earn a pilot certificate and many pilots have done so this publica tion is intended primarily for pilots who already hold airman certificates and would like to add seaplane capabilities Therefore this chapter does not address pilot certificate requirements regulations or proce dures that would also apply to landplane operations Information on regulations not directly related to
158. ills necessary for piloting seaplanes skiplanes and helicopters equipped with floats or skis It is developed by the Flight Standards Service Airman Testing Standards Branch in cooperation with various aviation educators and industry This handbook is primarily intended to assist pilots who already hold private or commercial certificates and who are learning to fly seaplanes skiplanes or helicopters equipped for water or ski operations It is also beneficial to rated seaplane pilots who wish to improve their proficiency pilots preparing for flights using ski equipped aircraft and flight instructors engaged in the instruction of both student and transitioning pilots It introduces the future seaplane or skiplane pilot to the realm of water operations and cold weather operations and provides information on the per formance of procedures required for the addition of a sea class rating in airplanes Information on general piloting skills aeronautical knowledge or flying techniques not directly related to water or cold weather operations are beyond the scope of this book but are available in other Federal Aviation Administration FAA publications This handbook conforms to pilot training and certification concepts established by the FAA There are different ways of teaching as well as performing specific operating procedures and many variations in the explanations of operating from water snow and ice This handbook is not comprehensive but provi
159. ilwind may lengthen the seaplane s takeoff distance much more dramatically than the same tailwind in a landplane Nevertheless there are situations in which a downwind takeoff may be more favorable than taking off into the wind If there is a long lake with mountains at the upwind end and a clear departure path at the other a downwind takeoff might be warranted Likewise noise considerations and thoughtfulness might prompt a downwind takeoff away from a populated shore area if plenty of water area is available In areas where the current favors a downwind takeoff the advantage gained from the movement of the water can more than compensate for the wind penalty Keep in mind that overcoming the current creates far more drag than accelerating a few extra knots downwind with the cur rent In all cases safety requires a thorough knowledge of the takeoff performance of the seaplane GLASSY WATER TAKEOFFS Glassy water makes takeoff more difficult in two ways The smoothness of the surface has the effect of increasing drag making acceleration and lift off more difficult This can feel as if there is suction between the water and the floats A little surface roughness actually helps break the contact between the floats and the water by introducing turbulence and air bubbles between water and the float bottoms The intermittent contact between floats and water at the moment of lift off cuts drag and allows the seaplane to accelerate while s
160. inders to a position such that the light goes out when the cylinder piston is about 1 8 inch from the bottomed position while traveling in the up direction It should come on about 1 8 inch from the bottomed position while traveling in the down direction The system automatically bleeds provided sufficient oil is maintained in the reservoir To check the fluid level fill the reservoir with hydraulic oil and cycle the gear If the reservoir empties i e fluid disappears in sight glass stop the cycle by pulling the circuit breaker on the control panel Fill the reservoir again and complete the cycle Continue this procedure until the fluid level in the reservoir stabilizes it will vary in level between up and down positions If the fluid level continues to decline during gear cycles check for external leaks If pump cycles on and off during gear cycle it may be necessary to select hand pump to UP Cycle gear up with electric pump Then select to gear DOWN on hand pump and cycle gear down with electric pump Repeat if necessary This manually bleeds system NOTE Fluid level in reservoir in UP position is full DOWN position reservoir is half full Don t over fill in DOWN position 5 3 Landing Gear Malfunction Procedures Landing Gear Fails to Retract or Extend Battery Switch ON Landing Gear Switch RECHECK IN DESIRED POSITION Landing Gear Motor Circuit Breaker CHECK IN Hand Pump Position Selector CHECK in NEUTRAL POSITION
161. ine have to lift and carry useless water in a float compartment Even a relatively small amount of water in one of the front or rear float com partments could place the airplane well outside of CG limits and seriously affect stability and control Naturally water also moves around in response to changes in attitude and the sloshing of water in the floats can create substantial CG changes as the sea plane is brought onto the step or rotated into a climb attitude Some pilots use float compartments near the CG to stow iced fish or game from hunting expeditions It is imperative to adhere to the manufacturer s weight and balance limitations and to include the weight and moment of float compartment contents in weight and balance calculations Density altitude is a very important factor in seaplane takeoff performance High altitudes high tempera tures high humidity and even low barometric pressure can combine to rob the engine and propeller of thrust and the wings of lift Seaplane pilots are encouraged to occasionally simulate high density altitude by using a reduced power setting for takeoff This exer cise should only be attempted where there is plenty of water area as the takeoff run will be much longer An experienced seaplane instructor can assist with choosing an appropriate power setting and demon strating proper technique 5 1 CLIMB AND CRUISE When comparing the performance of an airplane with wheels to the same airpla
162. ined by dropping smoke or observing foam patches white caps and wind streaks Whitecaps fall forward with the wind but are overrun by the waves Thus the foam patches appear to slide backward into the direction from which the wind is blowing To estimate wind velocity from sea surface indications see figure 8 1 SELECT LANDING HEADING When selecting a landing heading chart all observed variables and determine the headings that will prove the safest while taking advantage of winds if possible Descend to 100 feet and make a final evaluation by flying the various headings and note on which heading the sea appears most favorable Use the heading that looks smoothest and corresponds with one of the pos sible headings selected by other criteria Consider the position of the sun A glare on the water during final approach might make that heading an unsafe option Use caution in making a decision based on the appear ance of the sea Often a flightpath directly downswell appears to be the smoothest but a landing on this heading could be disastrous 8 3 SELECT TOUCHDOWN AREA On final approach select the touchdown area by searching for a null or smooth area in the swell sys tem avoiding rough areas if possible When doing so consider the conditions discussed in the following sections LANDING PARALLEL TO THE SWELL When landing on a swell system with large widely spaced crests more than four times the length of the floats t
163. ing the wind as the main motive force It is a useful technique for maneuvering in situations where conventional taxiing is undesirable or impossible Since the seaplane automatically aligns itself so the nose points into the wind sailing in a seaplane usually means moving backward In light wind conditions with the engine idling or off a seaplane naturally weathervanes into the wind If the pilot uses the air rudder to swing the tail a few degrees the seaplane sails backward in the direction the tail is pointed This is due to the keel effect of the floats which tends to push the seaplane in the direction the sterns of the floats are pointing In this situation lift the water rudders since their action is counter to what is desired When sailing like this the sterns of the floats have become the front as far as the water is concerned but the rear portions of the floats are smaller and there fore not as buoyant If the wind is strong and speed starts to build up the sterns of the floats could start to las pe Water Rudders Up 2 iN With Right Rudder and Right Aileron A n With Rudder and Ailerons Neutral Seaplane Moves Straight Downwind Down Seaplane Moves Downwind tothe Left submerge and dig into the water Combined with the lifting force of the wind over the wings the seaplane could conceivably flip over backward so use full for ward elevator to keep the sterns of the f
164. insofar as possible keep clear of all vessels and avoid impeding their navigation and shall give way to any vessel or other aircraft that is given the right of way by any rule of this section b Crossing When aircraft or an aircraft and a ves sel are on crossing courses the aircraft or vessel to the other s right has the right of way c Approaching head on When aircraft or an air craft and a vessel are approaching head on or nearly so each shall alter its course to the right to keep well clear d Overtaking Each aircraft or vessel that is being overtaken has the right of way and the one over taking shall alter course to keep well clear e Special circumstances When aircraft or an air craft and a vessel approach so as to involve risk of collision each aircraft or vessel shall proceed with careful regard to existing circumstances including the limitations of the respective craft RULES OF THE SEA According to United States Coast Guard USCG regulations the definition of a vessel includes virtu ally anything capable of being used for transportation on water including seaplanes on the water Therefore any time a seaplane is operating on the 1 2 water whether under power or not it is required to comply with USCG navigation rules applicable to ves sels Simply adhering to 14 CFR part 91 section 91 115 should ensure compliance with the USCG rules Pilots are encouraged to obtain the USCG Navigati
165. ion Swells also are generated by ships and boats in the form of wakes and sometimes by underwater disturbances such as volcanoes or earthquakes The waves have a uniform and orderly appearance characterized by smooth rounded regularly spaced wave crests SWELL DIRECTION The direction from which a swell is moving Once set in motion swells tend to maintain their original direc tion for as long as they continue in deep water regardless of wind direction Swells may be moving into or across the local wind SWELL FACE The side of the swell toward the observer The back is the side away from the observer These terms apply regardless of the direction of swell movement SWELL LENGTH The horizon tal distance between successive crests SWELL PERIOD The time interval between the passage of two successive crests at the same spot in the water measured in seconds SWELL VELOCITY The velocity with which the swell advances with relation to a fixed reference point measured in knots There is little movement of water in the horizontal direction Each water particle transmits energy to its neighbor resulting primarily in a vertical motion similar to the motion observed when shaking out a carpet TIDES tThe alternate rising and falling of the surface of the ocean and other bodies of water connected with the ocean They are caused by the gravitational attraction of the sun and moon occurring unequally on
166. it s a good idea to look for any bugs or small animals that might have made a home in the floats STARTING THE ENGINE Compared to a landplane a seaplane s starting proce dures are somewhat different Before starting the engine the seaplane usually needs to be pushed away from the dock and quite often it is the pilot who pushes off Therefore the pilot should perform as many of the items on the starting checklist as possible prior to shoving off This includes briefing passengers and seeing that they have fastened their seatbelts The passenger briefing should include procedures for evac uation the use of flotation gear and the location and operation of regular and emergency exits All passen gers are required to be familiar with the operation of seatbelts and shoulder harnesses if installed When the engine is primed and ready to start the pilot leaves the cockpit shoves off returns to the pilot s seat quickly turns on the master switch and magnetos veri fies that the propeller area is clear and starts the engine With oil pressure checked idle r p m set and the seaplane taxiing in the desired direction the pilot then fastens the seatbelt and shoulder harness secures the door and continues preparing for takeoff When a qualified person is available to help launch the seaplane the pilot can strap in close the door and start the engine while the helper holds the seaplane In most situations the helper should
167. izontal distance between suc cessive crests Swell Period The time interval between the passage of two successive crests at the same spot in the water measured in seconds Swell Velocity The velocity with which the swell advances in relation to a fixed reference point meas ured in knots There is little movement of water in the horizontal direction Each water particle transmits energy to its neighbor resulting primarily in a vertical motion similar to the motion observed when shaking out a carpet Chop A roughened condition of the water surface caused by local winds It is characterized by its irregu larity short distance between crests and whitecaps Downswell Motion in the same direction the swell is moving Upswell Motion opposite the direction the swell is moving If the swell is moving from north to south a seaplane going from south to north is moving upswell SEA STATE EVALUATION Wind is the primary cause of ocean waves and there is a direct relationship between speed of the wind and the state of the sea in the immediate vicinity Windspeed forecasts can help the pilot anticipate sea conditions Conversely the condition of the sea can be useful in determining the speed of the wind Figure 8 1 on the next page illustrates the Beaufort wind scale with the corresponding sea state condition number While the height of the waves is important it is often less of a consideration than the wavelength or the
168. k the cables that connect the water rudders to the air rudder With the air rudder centered look at the back of the floats to see that the water rudders are also centered On some systems retracting the water rudders disengages them from the air rudder If the seaplane has a ventral fin to improve directional stability this is the time to check it Spray frequently douses the rear portion of the seaplane so be particularly alert for signs of corrosion in this area With the empennage inspection complete continue turning the seaplane to bring the other float against the dock and tie it to the dock Inspect the fuselage wing and float on this side If the seaplane has a door on only one side turn the seaplane so the door is adjacent to the dock when the inspection is complete When air temperatures drop toward freezing ice becomes a matter for concern Inspect the float com partments and water rudders for ice and consider the possibility of airframe icing during takeoff due to freezing spray Water expands as it freezes and this expansion can cause serious damage to floats A large amount of water expanding inside a float could cause seams to burst but even a tiny amount of water freez ing and expanding inside a seam can cause severe leakage problems Many operators who remove their floats for the winter store them upside down with the compartment covers off to allow thorough drainage When the time comes to reinstall the floats
169. keel to keep aircraft from tipping fore and aft For raising the aircraft for float installation and removal use the lifting rings if provided or lift at front wing attach points Aircraft may be lifted by spreader bars with a launching dolly WITH CAUTION lift on both spreader bars as close to float hull as possible RETRACT SYSTEM OPERATION AND MAINTENANCE 5 1 Description and Operation Retraction and extension of the main and nose landing gear is effected by a hydraulic actuation system shown schematically in figure 5 1 The gear system is hydraulically actuated and driven by one reversible electric pump 1002549 11 Rev E FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 A pressure of between 500 psi and 700 psi in the up and down position is maintained in the supply line When the pressure falls below 500 psi in the up and down position the pressure switch activates the pump solenoid providing power to the pump When the pressure reaches 700 psi in the up and down position the pressure switch deactivates the solenoid and the pump motor stops Figure 5 2 shows the electrical schematic of the system A check valve on the output side of the pump retains pressure in the system while the pump is off The pump has an interval relief valve that directs oil back to the pump reservoir when the line pressure exceeds 800 psi The system also has an internal relief valve to protect against thermal expansion when line pressure exceeds 1100 psi
170. ks its own level and forms a flat glassy surface if undisturbed Winds currents or objects traveling along its surface create waves and movements that change the surface characteristics Just as airplanes encounter resistance in the form of drag as they move through the air seaplane hulls and floats respond to drag forces as they move through water Drag varies proportionately to the square of speed In other words doubling the seaplane s speed across the water results in four times the drag force Forces created when operating an airplane on water are more complex than those created on land For landplanes friction acts at specific points where the tires meet the ground Water forces act along the entire length of a seaplane s floats or hull These forces vary constantly depending on the pitch atti tude the changing motion of the float or hull and action of the waves Because floats are mounted rigidly to the structure of the fuselage they provide no shock absorbing function unlike the landing gear of landplanes While water may seem soft and yielding damaging forces and shocks can be transmitted directly through the floats and struts to the basic structure of the airplane Under calm wind conditions the smooth water surface presents a uniform appearance from above somewhat like a mirror This situation eliminates visual refer ences for the pilot and can be extremely deceptive If waves are decaying and setting up certain
171. l dangers They should not be attempted in rough water or gusty conditions Floatplanes are least stable when in the plowing attitude and are very susceptible to capsizing In spite of the nose high attitude the high power setting often results in spray damage to the propeller In most windy situations it is much safer to sail the seaplane backward as explained in the next section rather than attempt a plow turn When the seaplane is on the step turns involve careful balancing of several competing forces As the rate of turn increases the floats are being forced to move somewhat sideways through the water and they resist this sideways motion with drag much like an airplane fuselage in a skidding turn More power is required to overcome this drag and maintain planing speed This skidding force also tends to roll the seaplane toward the outside of the turn driving the outside float deeper into the water and adding more drag on that side To prevent this use aileron into the turn to keep the out side wing from dropping Once full aileron into the step turn is applied any further roll to the outside can only be stopped by reducing the rate of turn so pay careful attention to the angle of the wings and the feel of the water drag on the floats to catch any indication that the outside float is starting to submerge When stopping a step turn always return to a straight path before reducing power At step taxi speeds the centrifugal
172. l or downwind and downswell The heading with the greatest headwind is preferred however if a pronounced secondary swell system is present it may be desirable to land downswell to the secondary swell system and accept some tailwind component The risks associated with landing downwind versus downswell must be care fully considered The choice of heading depends on the velocity of the wind versus the velocity and the height of the secondary swell Figure 8 7 Position of Swell at End of Runout Figure 8 5 Landing in the same direction as the movement of the swell increases the apparent length between swell crests Direction of Swell Movement Position of Swell Halfway Through Runout Position of Swell at Touchdown Position of Swell at End of Runout E d Figure 8 6 Landing against the swell shortens the apparent distance between crests and could lead to trouble Due to the rough sea state landings should not be attempted in winds greater than 25 knots except in extreme emergencies Crosswind limitations for each type of seaplane must be the governing factor in cross wind landings EFFECT OF CHOP Chop consists of small waves caused by local winds in excess of 14 knots These small waves ride on top of the swell system and if severe may hide the underly Primary Swell Direction ing swell system Alone light and moderate chop are not considered dangerous for landings NIGHT OPE
173. l avoid impeding the navigation of any other vessel 52 Overfly area for 20 sec at cruise power Land T O 53 Obstructions Wind Water Depth Water Condition Traffic Boats Planes Currents 54 Plow Turn Stick back Start into wind with water rudders down At idle power swing nose right 20 then full left rudder As nose swings to left of wind Add enough power to plow nose high tail low Continue Left rudder to turn ailerons toward the wind When downwind power off ailerons neutral 55 No Capsize 56 Max Performance Take Off Place on the step 25 Flaps Lift Right float out of the water at 45 MPH Rotate to best angle Vx 73 MPH At 100 200 ft flaps to zero decelerate to Vy 70 MPH 57 Floats Weigh 407 lbs Total 58 Battery is located under rear seat 59 Electric system 14 Volts 50 Amps 60 50 70 Feet depending on type of anchor 61 Max Flap 50 09 1st notch climb slow cruise 25 2nd notch Takeoff amp Glassy Water Ldgs 50 3rd notch Normal amp Rough Water Ldgs 62 Rudder opposite power to idle aileron neutral stick forward neutralize rudder when spin stops then recover wings level power as necessary North Texas Seaplanes SES Course Manual 28 File lt http www secureav com seaplane briefing doc gt Last Updated January 20 2006 Version 1 0 SEAPLANE PASSENGER BRIEFING NOTES FOR THE PILOT A Sample Seaplane Pilots Passenger Briefing Checklist follows the Di
174. le Optional 40 channel glideslope receiver TSO d Unparalleled three year warranty Terra by Trimble 2500 Transponder Active window Reply indicator TRT 250 D XPOND TSO L8888 BB88 v Code transfer button TERRA Off On ALT Code select switch knob Access for locking pawl Technical Specifications Photocell for automatic display dimming VFR select button Transponder Planar gas discharge display D ual display active standby Single knob code selection D irect selection of user selectable VFR code D M E suppression input and output All solid state circuitry no cavity tube Transmit indicator light Automatic display check Approved for use in helicopters and turbine powered aircraft Includes mounting tray antenna and connector kit K eep alive memory of last used active frequency Transmit Frequency 1090 2 Receive Frequency 1030 MHz Power O utput 200 watts nominal Receiver Sensitivity 72 dBm minumum Power Requirements 11 to 32 VD C 0 75 amps max Reply M odes A and C for air traffic control and altitude reporting Code Capability 4096 plus SPIP ident Altitude To 55 000 ft M SL Vibration Approved for all piston or turbine pow ered aircraft balloons sailplanes heli copters TSO Category C 74c Class 2A Environmental Cat D O 160A A1F1 A PK S XXXXXXXBBBA Size 3 125 W 1 6 H
175. line This 2 line is the datum 0 0 Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1 and Y2 Use this table for the calculations Scale Reading Distance from 0 0 Weight x Arm Weight X Arm Moment Left Front X1 Right Front Xo _ Left Rear Y1 Right Rear Y2 Totals Notes 1 Zero out or deduct tare weights at the Y arms 2 If using an overhead hoist and load cell pick up aircraft at the center line of the front spar wing butt fittings The center line of the front spar is 9 inches from the datum 3 Level the aircraft by placing weight on the float deck where it is needed Record the tare weight and arm 1002550 Rev E 50 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing procedure for the Husky A 1 A 1A or A 1B Floatplane Level aircraft per manufacturer s instructions or use the cabin door lower sill Place scales under the right and left main and nose gears Place blocking under the right and left main gears to level aircraft Drop plumb bob from the wing leading edge and mark the floor parallel to the aircraft leading edge Measure 60 0 inches forward of the leading edge line and mark a line This line is the datum 0 0 Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1
176. loats up and the seaplane s nose down Adding power can also help keep the floats from submerging If enough engine power is used to exactly cancel the backward motion caused by the wind the seaplane is not moving relative to the water so keel effect disap pears However turning the fuselage a few degrees left or right provides a surface for the wind to push against so the wind will drive the seaplane sideways in the direction the nose is pointed Combining these tech niques a skilled pilot can sail a seaplane around obstacles and into confined docking spaces Figure 4 11 Figure 4 12 shows how to position the controls for the desired direction of motion in light or strong winds With the engine off lowering the wing flaps and open ing the cabin doors increases the air resistance and thus adds to the effect of the wind This increases sail ing speed but may reduce the effect of the air rudder If sailing with the engine off results in too much motion downwind but an idling engine produces too much thrust adding carburetor heat or turning off one mag neto can reduce the engine power slightly Avoid using carburetor heat or running on one magneto for extended periods Instead start the engine briefly to slow down Where currents are a factor such as in strong tidal flows or a fast flowing river sailing techniques must Engine Thrust to Balance Wind Motion Left Rudder and Left Aileron Down Seaplane M Moves Downwind
177. ly Most of them are set forth in Title 14 Airplane Class Single Engine Land ET Single Engine Sea 2 Multiengine Land Multiengine Sea Figure 1 1 Seaplane is a class 1 1 of the Code of Federal Regulations 14 parts 1 61 and 91 Just as land based pilots must understand airport oper ations the pilot certification requirements in 14 CFR part 61 require seaplane pilots to know and use the tules for seaplane base operations Specific regulations recognize the unique characteristics of water operations For example 14 CFR part 61 sec tion 61 31 takes into account that seaplanes seldom have retractable landing gear as such so an endorsement to act as pilot in command of a complex seaplane requires training in a seaplane with flaps and a controllable pitch propeller Likewise in 14 CFR part 91 section 91 107 there is an exception to the rule that everyone must have a seat and wear a seatbelt during movement on the surface The person pushing off or mooring a seaplane at a dock is authorized to move around while the seaplane is in motion on the surface 14 CFR PART 91 SECTION 91 115 RIGHT OF WAY RULES WATER OPERATIONS The right of way rules for operation on water are similar but not identical to the rules governing right of way between aircraft in flight a General Each person operating an aircraft on the water shall
178. m for the first time Often the best source of infor mation is local pilots with comprehensive knowledge of the techniques that work best in specific locations and conditions GLASSY WATER LANDING Flat calm glassy water certainly looks inviting and may give the pilot a false sense of safety By its nature glassy water indicates no wind so there are no con cerns about which direction to land no crosswind to consider no weathervaning and obviously no rough water Unfortunately both the visual and the physical characteristics of glassy water hold potential hazards for complacent pilots Consequently this surface con dition is frequently more dangerous than it appears for a landing seaplane The visual aspects of glassy water make it difficult to judge the seaplane s height above the water The lack of surface features can make accurate depth percep tion very difficult even for experienced seaplane pilots Without adequate knowledge of the seaplane s 6 5 height above the surface the pilot may flare too high or too low Either case can lead to an upset If the seaplane flares too high and stalls it will pitch down very likely hitting the water with the bows of the floats and flip ping over If the pilot flares too late or not at all the seaplane may fly into the water at relatively high speed landing on the float bows driving them underwater and flipping the seaplane Figure 6 6 Besides the lack of surface features
179. made at the lowest possi ble speed for the conditions Many landplane pilots transitioning to seaplanes are surprised at the shortness of the landing run in terms of both time and distance It is not uncommon for the landing run from touch down to idle taxi to take as little as 5 or 6 seconds Sometimes the pilot chooses to remain on the step after touchdown To do so merely add sufficient power and maintain the planing attitude immediately after touch down It is important to add enough power to prevent the seaplane from coming off the step but not so much that the seaplane is close to flying speed With too much taxi speed a wave or swell could throw the seaplane into the air without enough speed to make a controlled landing In that situation the seaplane may stall and contact the water in a nose down attitude driving the float bows underwater and capsizing the seaplane Raising the flaps can help keep the seaplane firmly on the water To end the step taxi close the throttle and gradually apply full up elevator as the seaplane slows CROSSWIND LANDING Landing directly into the wind might not be practical due to water traffic in the area obstructions on or under the water or a confined landing area such as a river or canal In landing a seaplane with any degree of crosswind component the objectives are the same as when landing a landplane to minimize sideways drift during touchdown and maintain directional control afterward
180. me direction the downwind float can be forced underwater When the wind is countered by centrifugal force the seaplane is more stable 4 6 on the water more of the fuselage is now forward of the axis and less is behind further decreasing the weathervaning tendency In some seaplanes this change is so pronounced in the plowing attitude that they experience reverse weathervaning and tend to turn downwind rather than into the wind Experienced seaplane pilots can sometimes use the throttle as a turning device in high wind conditions by increasing power to cause a nose up position when turning down wind and decreasing power to allow the seaplane to weathervane into the wind Figure 4 9 Figure 4 9 In the plowing position the exposed area at the front of the floats combined with the rearward shift of the center of buoyancy can help to counteract the weathervan ing tendency To execute a plow turn begin with a turn to the right then use the weathervaning force combined with full left rudder to turn back to the left As the seaplane passes its original upwind heading add enough power to place it into the plow position continuing the turn with the rudder As the seaplane comes to the down wind heading reduce power and return to an idle taxi From above the path of the turn looks like a question mark Figure 4 10 Plow turns are useful only in very limited situations because they expose the pilot to a number of potentia
181. most pilots are accustomed to In typical airplanes including most floatplanes applying power raises the nose and initi ates a climb Naturally the magnitude of these pitch forces is pro portional to how quickly power is applied or reduced Increasing Thrust The most extreme pitch force logically results from a sudden engine failure when the full thrust of the engine and its associated downward pitching force are suddenly removed Forward thrust is replaced by the drag of a windmilling propeller which adds a new upward pitching force Since the seaplane is already trimmed with a considerable elevator force to coun teract the downward pitch force of the engine the nose pitches up abruptly If this scenario occurs just after takeoff when the engine has been producing maximum power airspeed is low and there is little altitude the pilot must react instantly to overpower the upward pitching forces and push the nose down to avoid a stall The reversal of typical pitch forces also comes into play if porpoising should begin during a takeoff As discussed in Chapter 4 Seaplane Operations Preflight and Takeoffs porpoising usually occurs when the planing angle is held too low by the pilot forcing the front portion of the floats to drag until a wave builds up and travels back along the float The same thing can happen with the hull of a flying boat and the nose down force of a high thrust line can make porpoising more likely Onc
182. n the pressure switch activates the pump solenoid providing power to the pump When the pressure reaches 700 psi in the down position and 700 psi in the up position the pressure switch deactivates the solenoid and the pump motor stops Figure 5 2 shows the electrical schematic of the system A check valve on the output side of the pump retains pressure in the system while the pump is off The pump has an interval relief valve that directs oil back to the pump reservoir when the line pressure exceeds 800 100 0 psi The system also has an internal relief valve to protect against thermal expansion when line pressure exceeds 1100 100 0 psi See Section 8 for disassembly service and troubleshooting The system requires hydraulic oil Mil H 5606 Red To check the fluid level fill the reservoir with hydraulic oil and cycle the gear If the reservoir empties i e fluid disappears in sight glass stop the cycle by pulling the circuit breaker on the control panel Fill the reservoir again and complete the cycle Continue this procedure until the fluid level in the reservoir stabilizes it will vary in level between up and down positions If the fluid level continues to decline during gear cycles check for external leaks If pump cycles on and off during gear cycle it may be necessary to select hand pump to UP Cycle gear UP with electric pump then select gear DOWN hand pump and cycle gear DOWN with electric pump Repeat if nece
183. n and to prevent a stall smooth elevator pressures should be used to set up a fairly constant pitch attitude that allows the seaplane to skim across each successive wave as speed increases Maintain control pressure to prevent the float bows from being pushed under the water sur face and to keep the seaplane from being thrown into the air at a high pitch angle and low airspeed Fortunately a takeoff in rough water is generally accomplished within a short time because if there is sufficient wind to make water rough the wind is also strong enough to produce aerodynamic lift earlier and enable the seaplane to become airborne quickly The relationship of the spacing of the waves to the length of the floats is very important If the wavelength 4 16 is less than half the length of the floats the seaplane is always supported by at least two waves at a time If the wavelength is longer than the floats only one wave at a time supports the seaplane This creates dangerous pitching motions and takeoff should not be attempted in this situation With respect to water roughness consider the effect of a strong water current flowing against the wind If the current is moving at 10 knots and the wind is blowing the opposite direction at 15 knots the relative velocity between the water and the wind is 25 knots and the waves will be as high as those produced in still water by a wind of 25 knots The advisability of canceling a proposed flight be
184. n the calculations Measure the distance from 0 0 to each nose wheel center This is X1 and X2 Measure the distance from 0 0 to each main wheel center This is Y1 and Y2 If the floats are seaplane floats the scales go under the step point in the rear and a point towards the front of the float These distances are measured and become the same X and Y as for the amphibian Use this table for the calculations Scale ReadingDistance from 0 0 Weight x Arm Weight X Arm Moment Left Front X1 2 Right Front 2 _ Left Rear Y1 t Right Rear 4 Y2 t Totals Notes 1 Zero out or deduct tare weights at the Y arms 2 If using an overhead hoist and load cell pick up aircraft at the center line of the front spar wing butt fittings The center line of the front spar is 9 inches from the datum 3 Level the aircraft by placing weight on the float deck where it is needed Record the tare weight and arm 1002550 Rev E 49 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Weighing procedure for the Cub Crafter PA 18 Floatplane Level aircraft per manufacturer s instructions in Maintenance Manual TC10000AMM Place scales under the right and left main and nose gears Place blocking under the right and left main gears to level aircraft Drop plumb bob from the wing leading edge and mark the floor parallel to the aircraft leading edge Measure 60 0 inches forward of the leading edge line and mark a
185. ncreased water drag as the seaplane touches down increasing the tendency of the seaplane to nose over In light winds this usually presents little problem if the pilot is familiar with how the seaplane handles when touching down at higher speeds and is anticipating the increased drag forces In higher winds the nose down force may exceed the ability of the pilot or the flight controls to compensate and the seaplane will flip over at high speed If the water s surface is rough the higher touchdown speed also subjects the floats and airframe to additional pounding If there is a strong current the direction of water flow is a major factor in choosing a landing direction The speed of the current a confined landing area or the sur face state of the water may influence the choice of landing direction more than the direction of the wind In calm or light winds takeoffs usually are made in the same direction as the flow of the current but landings may be made either with or against the flow of the cur rent depending on a variety of factors For example on a natrow river with a relatively fast current the speed of the current is often more significant than wind direction and the need to maintain control of the sea plane at taxi speed after the landing run may present more challenges than the landing itself It is imperative that even an experienced seaplane pilot obtain detailed information about such operations before attempting the
186. nd cruise Also all TX 760D s with Mod level 8 and above have the option of both the squelch and a user adjustable external VOX Intercom volume control This allows the user to set both the volume and squelch levels for different conditions in the cockpit See Section 2 3 412 for more information on these features EMERGENCY OPERATION Memory location 9 has been partitioned off and the frequency 121 50 has been programmed into that memory Your TX 760D will not allow you to program any frequency into this location In the event of a situation that requires communication on the emergency frequency simply press the tune knob and turn until 9m appears along with 121 50 in the standby window and then press the transfer lt gt key BLIND OPERATION In the unlikely event of a display failure power the unit down for a few seconds Upon power up wait 5 seconds for the unit to initialize Then simply press in the tuning knob and rotate 1 detent counterclockwise This will recall 121 50 into the standby window and a push of the transfer lt gt button will then channel the radio to 121 50 If a record has been made of the frequencies that you have stored within the memories the same method as above will work with any memory location Remember that any time you power the unit down and then power back up when you press in the tuning knob you are at memory location 0 Then rotate one detent clockwise for memory location 1 two detents clockwis
187. nd speed increases If the elevator control is then pushed well forward and held there the seaplane will slowly flatten out on the step and the controls may then be eased back to the neutral position Once on the step the remainder of the takeoff run follows the usual glassy water procedure ROUGH WATER TAKEOFFS The objective in a rough water takeoff is similar to that of a rough or soft field takeoff in a landplane to transfer the weight of the airplane to the wings as soon as possi ble get airborne at a minimum airspeed accelerate in ground effect to a safe climb speed and climb out In most cases an experienced seaplane pilot can safely take off in rough water but a beginner should not attempt to take off if the waves are too high Using the proper procedure during rough water operation lessens the abuse of the floats as well as the entire seaplane During rough water takeoffs open the throttle to take off power just as the floats begin rising on a wave This prevents the float bows from digging into the water and helps keep the spray away from the propeller Apply a little more back elevator pressure than on a smooth water takeoff This raises the nose to a higher angle and helps keep the float bows clear of the water Once on the step the seaplane can begin to bounce from one wave crest to the next raising its nose higher with each bounce so each successive wave is struck with increasing severity To correct this situatio
188. ne equipped with floats the drag and weight penalty of the floats usually results in a reduced climb rate for any given weight Likewise cruise speeds will usually be a little lower for a partic ular power setting This in turn means increased fuel consumption and reduced range Unless the airplane was originally configured as a seaplane the perform ance and flight planning information for a landplane converted to floats will typically be found in the Supplements section rather than the Performance sec tion of the Airplane Flight Manual AFM or Pilot s Operating Handbook POH In addition to working within the limits of the sea plane s range the pilot planning a cross country flight must also consider the relative scarcity of refueling facilities for seaplanes Amphibians have access to land airports of course but seaplanes without wheels need to find water landing facilities that also sell aviation fuel While planning the trip it is wise to call ahead to verify that the facilities have fuel and will be open at the intended arrival times The Seaplane Pilots Association publishes a Water Landing Directory that is very helpful in planning cross country flights In flight the seaplane handles very much like the cor responding landplane On many floatplanes the floats decrease directional stability to some extent The floats typically have more vertical surface area ahead of the airplane s CG than behind it If the floats rem
189. ng Panel mounted using mounting tray supplied with unit or 1 3 2 1 3 3 3 adapter as provided Overall Dimensions 13 05 long 3 125 wide 1 625 high 33 14 cm long 7 9375 cm wide 4 1275 cm high Mounting Dimensions 11 45 behind panel 3 125 wide 1 625 high 29 08 cm behind panel 7 9375 cm wide 4 1275 cm high Panel Cutout 3 03 x 1 54 7 692 cm x 3 9116 cm Weight 1 50 pounds 0 680 kg Connectors Antenna input output BNC Interconnect 15 pin D type POWER REQUIREMENTS The TERRA TX 760D transceiver requires 13 75 VDC 10 20 input at 2 5 amps maximum load condition ENVIRONMENTAL SPECIFICATIONS Maximum Operating Conditions Altitude To 30 000 feet 9 150 meters Humidity To 95 at 50 C 122 F Temperature Range 20 4 F to 55 C 131 Vibration 0 5 G from 5 to 500 Hz ELECTRICAL SPECIFICATIONS All specifications at 13 75 VDC nominal RECEIVER Frequency Range 118 00 to 136 975 MHZ Number of Channels 760 Channel Spacing 25 Khz Sensitivity Less than 2 for 6dBm signal plus noise to noise ratio Selectivity Typically 6dBm at 14 KHz and 60dBm at 40 KHz Squelch Sensitivity Automatic 2 to 5 Manual 25 to 150 Automatic Gain Control AGC Audio flat within 3dB for 3 to 30 000 input Undesired Response Greater than 60dBm down Adjacent Channel I 3 SPECIFICATIONS Continued Rejection Greater than 60dBm Auxiliary Inputs 3 inputs with minimum
190. ng distance of water usually present no landing difficulty Although there is some leeway in landing attitude it is important to select the correct type of landing for the water condi tions If the landing was due to an engine failure an anchor and paddle are useful after the landing is com pleted Should the emergency occur over land it is usually possible to land a floatplane with minimal damage in a smooth field Snow covered ground is ideal if there are no obstructions The landing should be at a slightly flat ter attitude than normal a bit fast and directly into the wind If engine power is available landing with a small 6 8 amount of power helps maintain the flatter attitude Just before skidding to a stop the tail will begin to rise but the long front portions of the floats stop the rise and keep the seaplane from flipping over A night water landing should generally be considered only in an emergency They can be extremely danger ous due to the difficulty of seeing objects in the water judging surface conditions and avoiding large waves or swell If it becomes necessary to land at night in a seaplane seriously consider landing at a lighted air port An emergency landing can be made on a runway in seaplanes with little or no damage to the floats or hull Touchdown is made with the keel of the floats or hull as nearly parallel to the surface as possible After touchdown apply full back elevator and additional power t
191. ng entire system still indicates internal leak powerpack check valve located in pressure port of pump is bad and needs replacement or reseating b Visually inspect lines cylinders and hoses and replace as necessary 5 PROBLEM Power pack cycles on and off during gear cycle PROBABLE CAUSE a Binding in retraction unit b Pressure switch cut off limit too low REMEDY a Investigate for free operation Check gear that retracts last b Replace pressure switch 6 PROBLEM Slow gear operation cycle considerably longer than 30 seconds PROBABLE CAUSE a Plugged oil screen b Poor electrical connection to motor Check ground c Poor motor d Worn pump gears REMEDY a Clean intake screen located inside reservoir tank b Connect motor direct to 12 24 volt source and note operation poor motor needs overhaul c Covered in b above d Replace pump 7 PROBLEM Circuit breaker pops during cycle PROBABLE CAUSE a Wire connections bad or corroded b Bad motor brushes 1002550 Rev E 40 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 c Bad circuit breaker REMEDY a Clean and protect terminal with grease b Overhaul motor c Replace circuit breaker 8 PROBLEM Power pack does not cycle up or down PROBABLE CAUSE a Pressure build up in both sides of up and down lines REMEDY a Select hand pump to up and down position to relieve pressure Return to center and select gear 1
192. ng heading has been determined and all emergency and cockpit procedures have been 8 6 accomplished the landing approach with the use of parachute flares is made as follows 1 Establish a heading 140 off the selected landing heading 2 Lowerthe flaps and establish the desired landing pattern approach speed 3 As close to 2 000 feet above the surface as possi ble set the parachute flare and adjust the altitude so the flare ignites at 1 700 feet 4 Release the flare and begin a descent of 900 f p m while maintaining heading for 45 seconds If the starting altitude is other than 2 000 feet determine the rate of descent by subtracting 200 feet and dividing by two For example 1800 feet minus 200 is 1600 divided by 2 equals an 800 f p m rate of descent 5 After 45 seconds make a standard rate turn of 3 per second toward the landing heading in line with the flare This turn is 220 and takes approx imately 73 seconds 6 Rollouton the landing heading in line with the flare at an altitude of 200 feet During the last two thirds of the turn the water is clearly visi ble and the seaplane can be controlled by visual reference 7 straight ahead using the light of the flare Do not overshoot Overshooting the flare results shadow in front of the aircraft making depth perception very difficult The best touchdown point is several hundred yards short of the flare A rapid descent in the early stages
193. ns consider not only the length of the water run but the room required for a safe climbout as well 4 12 The land area around a body of water is invariably somewhat higher than the water surface Tall trees are common along shorelines and in many areas steep or mountainous terrain rises from the water s edge Be certain the departure path allows sufficient room for safe terrain clearance or for a wide climbing turn back over the water There are specific takeoff techniques for different wind and water situations Large water areas almost always allow a takeoff into the wind but there are occasionally circumstances where a crosswind or downwind takeoff may be more appropriate Over the years techniques have evolved for handling rough water or a glassy smooth surface Knowing and prac ticing these techniques not only keep skills polished so they are available when needed they also increase overall proficiency and add to the enjoyment of seaplane flying NORMAL TAKEOFFS Make normal takeoffs into the wind Once the wind direction is determined and the takeoff path chosen configure the seaplane and perform all of the pre take off checks while taxiing to the takeoff position Verify that the takeoff will not interfere with other traffic either on the water s surface or in the air Hold the elevator control all the way back and apply full power smoothly and quickly maintaining directional control with the rudder When the nose rea
194. nt all the time can be more of a liability in an emergency and actually decrease the wearer s chances of survival Many of the rigid PFDs used for water recreation are not suitable for use in a seaplane In gen eral PFDs for aircraft should be inflatable so that they do not keep the user from fitting through small open ings or create buoyancy that could prevent the wearer from swimming downward to an exit that is underwa ter Obviously once the wearer is clear of the seaplane the PFD can be inflated to provide ample support on the water The pretakeoff briefing should include instructions and a demonstration of how to put on and adjust the as well as how to inflate it It is extremely impor tant to warn passengers never to inflate the PFD inside the seaplane Doing so could impede their ability to exit prevent them from swimming down to a sub merged exit risk damage to the PFD that would make it useless and possibly block the exit of others from the seaplane NORMAL AND UNUSUAL EXITS The briefing should include specifics of operating the cabin doors and emergency exits keeping in mind that this may need to be done without the benefit of vision Doors and emergency exits may become jammed due to airframe distortion during an accident or they may be too hard to open due to water pressure Passengers should be aware that kicking out a window or the windshield may be the quickest and easiest way to exit the seaplane Beca
195. ntrol this movement Often these forces can be used to the pilot s advantage to help move the seaplane as desired Starting the engine performing the engine runup and completing most pre takeoff checks are all accomplished while the seaplane is in motion The seaplane continues moving after the engine is shut down and this energy along with the forces of wind and current is typically used to coast the seaplane to the desired docking point As with land airplanes the wind tends to make the airplane weathervane or yaw until the nose points into the wind This tendency is usually negligible on landplanes with tricycle landing gear more pro nounced on those with conventional tailwheel gear and very evident in seaplanes The tendency to weathervane can usually be controlled by using the water rudders while taxiing but the water rudders are typically retracted prior to takeoff Weathervaning can create challenges in crosswind takeoffs and landings as well as in docking or maneuvering in close quarters SEAPLANE BASE OPERATIONS In the United States rules governing where seaplanes may take off and land are generally left to state and local governments Some states and cities are very liberal in the laws regarding the operation of seaplanes on their lakes and waterways while other states and cities may impose stringent restrictions The Seaplane Pilots Association publishes the useful Water Landing Directory with information on s
196. o do this transfer will cause the unit to come up with 118 00 in the active display and the last transferred frequency in the standby display TO PLACE FREQUENCIES IN MEMORY The TX 760D has a 10 channel memory with 9 of these memories user programmable and 1 non user programmable for the emergency frequency To place frequencies in memory push the tune knob in In between the active and standby window O will be displayed Rotating the tune knob while holding it in will increment or decrement the channel number from 0 through 9 or vice versa After rotating the tune knob 1 detent from an will appear in the display beside the number See Example After you obtain the desired channel number simply release the knob and rotate the tune knob to your desired storage frequency Press the STO STORE button and that frequency is now entered in the indicated channel memory EXAMPLE At your airport the following frequencies are used ATIS 118 00 Clearance Delivery 119 30 Ground Control 121 90 Tower 118 30 Departure 124 40 Company Frequency 134 375 For simplicity we will assign channel numbers in the same order To enter the above frequencies in memory follow these steps Push tune knob XXX XX Hold in and rotate Im Release and tune XXX XX 1 118 00 Press STO Im 118 00 Push tune knob and hold XXX XX 1m 118 00 Rotate tune knob XXX XX 2m XXX XX Release
197. o lessen the rapid deceleration and nose over tendency Do not worry about getting stopped with additional power applied after touchdown It will stop The reason for applying power is to provide additional airflow over the elevator to help keep the tail down In any emergency landing on water be as prepared as possible well before the landing Passengers and crew should put on their flotation gear and adjust it prop erly People sitting near doors should hold the liferafts or other emergency equipment in their laps so no one will need to try to locate or pick it up in the scramble to exit the seaplane Unlatch all the doors prior to touchdown so they do not become jammed due to distortion of the airframe Brief the passengers thor oughly on what to do during and after the landing These instructions should include how to exit the seaplane even if they cannot see how to get to the surface and how to use any rescue aids POSTFLIGHT PROCEDURES After landing lower the water rudders and complete the after landing checklist The flaps are usually raised after landing both to provide better visibility and to reduce the effects of wind while taxiing It is a good practice to remain at least 50 feet from any other ves sel during the taxi After landing secure the seaplane to allow safe unloading as well as to keep winds and currents from moving it around Knowing a few basic terms makes the following discussions easier to under stand
198. of Water 3 1 Determining Sea Conditions 3 1 Water Effects on Operations 3 3 Seaplane Base Operations 3 4 CHAPTER 4 Seaplane Operations Preflight and Takeoffs Preflight Inspection 4 1 Starting 4 3 Taxung and Sailing 4 3 Idling Position dvs ET IY 4 3 Plowing Position 4 4 Planing or Step Position 4 4 de eres ae 4 5 eril PCT 4 8 POIDUISIDE 4 9 SKPP e Deep o de tea sede ee 4 10 Hr rn 4 10 Normal Takeoffs 4 12 Crosswind Takeoffs 4 12 Controlled Weathervaning 4 13 Using Water Rudders 4 14 Downwind 4 14 Downwind 4 14 Glassy Water Takeoffs 4 15 Rough Water Takeoffs 4 16 Confined Area Takeoffs 4 16 CHAPTER 5 Performance Performance Considerations for Takeoff Climb Cruise and Landing 5 1 seres xe e ur sry ruus 5 1 Climb and Crises i ees vest RP 5 2 Landing 2 bans axes 5 2 Flight Characteristics of Seaplanes with High Thrust Lines 5 3 Multiengine 5 4 CHAPTER 6 Seaplane Operations Landings Landing Area Reconnaissance and 6 1 Lande
199. of the approach allows a slow rate of descent when near the water This should prevent flying into the water at a high rate of descent due to faulty depth perception or altimeter set ting Figure 8 8 LANDING BY MARKERS If parachute flares are not available use a series of lighted markers to establish visual cues for landing When a landing heading has been determined and all emergency and cockpit procedures are completed use drift signals or smoke floats and perform the landing approach as follows 1 Establish a heading on the reciprocal of the land ing heading 2 Drop up to 20 markers at 2 second intervals 3 Perform a right 90 turn followed immediately by a 270 left turn while descending to 200 feet 4 Slightly overshoot the turn to the final approach heading to establish a path parallel and slightly to the right of the markers Landing 140 Heading IT Touchdown Zone 45 Seconds 220 73 Seconds Figure 8 8 Landing by parachute flare 5 Establish a powered approach with a 200 f p m rate of descent and airspeed 10 percent to 20 per cent above stall speed with flaps down as if for a glassy water landing 6 Maintain the landing attitude until water contact and reduce power to idle after touchdown Do not use landing lights during the approach unless considerable whitecaps are present The landing lights may cause a false depth perception Figure 8 9 EMERGENCY L
200. ol speed to keep the engine from overheating and to minimize spray In almost all cir cumstances the elevator control should be held all the way back to keep the nose as high as possible and min imize spray damage to the propeller This also improves maneuverability by keeping more of the water rudder underwater The exception is when a strong tailwind component or heavy swells could allow the wind to lift the tail and possibly flip the seaplane over In such conditions hold the elevator control forward enough to keep the tail down Figure 4 5 on next page 4 5 Figure 4 5 Idling position The engine is at idle r p m the seaplane moves slowly the attitude is nearly level and buoyancy sup ports the seaplane Use the idling or displacement position for most taxi ing operations and keep speeds below 6 7 knots to minimize spray getting to the propeller It is especially important to taxi at low speed in congested or confined areas because inertia forces at higher speeds allow the seaplane to coast farther and serious damage can result from even minor collisions Cross boat wakes or swells at a 45 angle if possible to minimize pitching or rolling and the possibility of an upset PLOWING POSITION Applying power causes the center of buoyancy to shift back due to increased hydrodynamic pressure on the bottoms of the floats This places more of the sea plane s weight behind the step and because the floats are narrower tow
201. on Rules International Inland M16672 2D available from the U S Government Printing Office These rules apply to all public or private vessels navi gating upon the high seas and certain inland waters INLAND AND INTERNATIONAL WATERS Inland waters are divided visually from international waters by buoys in areas with frequent ocean traffic Inland waters are inshore of a line approximately paral lel with the general trend of the shore drawn through the outermost buoy The waters outside of the line are international waters or the high seas Seaplanes operating inshore of the boundary line dividing the high seas from the inland waters must follow the established statutory Inland Rules Pilot Rules Seaplanes navigating outside the boundary line dividing the high seas from inland waters must follow the International Rules of the Sea All sea planes must carry a current copy of the rules when operating in international waters UNITED STATES AIDS FOR MARINE NAVIGATION For safe operations a pilot must be familiar with seaplane bases maritime rules and aids to marine navigation SEAPLANE LANDING AREAS The familiar rotating beacon is used to identify lighted seaplane landing areas at night and during periods of reduced visibility however the colors alternate white and yellow for water landing areas A double white flash alternating with yellow identifies a military sea plane base On aeronautical charts seaplane landing areas a
202. on in fluids On the front portion of the float midway between the keel and chine are the two sister keelsons These lon gitudinal members add strength to the structure and function as additional keels The top of the float forms a deck that provides access for entering and leaving the cabin Bilge pump openings hand hole covers and cleats for mooring the seaplane are typically located along the deck The front of each float has a rubber bumper to cushion minor impacts with docks etc Many floats also have spray rails along the inboard forward portions of the chines Since water spray is sur prisingly destructive to propellers especially at high r p m these metal flanges are designed to reduce the amount of spray hitting the propeller Floats are rated according to the amount of weight they can support which is based on the weight of the actual volume of fresh water they displace Fresh water is the standard because sea water is about 3 percent denser than fresh water and can therefore support more weight If a particular float design displaces 2 500 pounds of fresh water when the float is pushed under the surface the float can nominally support 2 500 Afterbody Length Internal Bulkheads Dividing Watertight Compartments Mooring Cleat Figure 2 3 Float components pounds A seaplane equipped with two such floats would seemingly be able to support an airplane weighing 5 000 pounds but the floats would both be completely
203. or These units can be disassembled and repaired according to the following instructions Repair Kits include all replacement O rings and Quad rings and Rod Wiper 2000 Series Floats Cylinder Part Numbers Repair Kit Number Nose 1002571 1002578 Main 1002574 1002578 If servicing beyond the usual cleaning and inspection use Section 6 amp 7 amp 8 to remove the main and nose gears respectively Once cylinders are removed from the floats 1 The end caps must be removed they are secured with medium strength Lock Tite Always clamp the tube in such a way as to not damage or deform the outer cylinder 2 Once the end caps are removed remove the rod and piston from the main cylinder 3 Remove the two quad rings off the piston then remove the O rings off the end caps 4 Remove the two O rings from the front rod end cap located on the inside portion of the rod end cap and the plastic wiper ring All parts must be thoroughly cleaned of any residue of Lock Tite and hydraulic fluid NOTE Be sure to look at all seals closely so they can be re installed correctly Reassembly 1 reassemble first make sure you are using Mil H 5606 hydraulic fluid and pre lubricate all the new quad and O rings not the wiper with it 2 Thread the end cap onto the cylinder tube a couple threads Waiting to add a drop of medium strength Loktite until this point helps to keep it from contaminating the cylinder Then finish carefully tightening the end
204. or AFM for any special evacuation procedures specific to the aircraft b Presentation Deliver your pre takeoff oral briefing before starting the engine s beginning outside the cabin so passengers can easily hear and see demonstrations of proper emergency procedures Speak clearly and distinctly physically point out the plane s regular and emergency exits and all safety equipment on board and explain how the exits and safety equipment are operated Tell and show passengers the names of the parts of the aircraft covered in the briefing such as chine float deck lift strut etc Whenever practicable physically demonstrate how to operate the exits and use the safety equipment When an actual demonstration is not practicable such as for the inflation of flotation gear simulate the actions involved as closely as possible c Pre takeoff Briefing Before each flight brief passengers on each of the following 1 How to enter and exit the cabin Before passengers board the aircraft is a good time to point out the dangers posed by the propellers and horizontal stabilizer and to identify parts of the aircraft you will reference during briefings Urge passengers to exercise extreme caution near any propeller Serious injuries amputations and death have resulted from propeller strikes and for persons on the dock from contact with the horizontal stabilizer Instruct File lt http www secureav com seaplane briefing doc gt Last Updated J
205. orce Centrifugal Force the seaplane tips the greater the effect of the cross wind as the wing presents more vertical area to the wind force Figure 4 8 When making a turn into the wind from a crosswind condition often all that is necessary to complete the turn is to neutralize the air rudder and allow the sea plane to weathervane into the wind If taxiing directly downwind use the air rudder momentarily to get the turn started then let the wind complete the turn Sometimes opposite rudder may be needed to control the rate of turn Stronger winds may make turns from upwind to down wind more difficult The plow turn is one technique for turning downwind when other methods are inadequate but this maneuver is only effective in certain seaplanes It takes advantage of the same factor that reduces a floatplane s yaw stability in flight the large vertical area of the floats forward of the center of gravity In the plowing attitude the front portion of each float comes out of the water presenting a large vertical surface for the wind to act upon This tends to neutralize the weath ervaning force allowing the turn to proceed At the same time the center of buoyancy shifts back Since this is the axis around which the seaplane pivots while Wind Centrifugal Force Force Wind Force Centrifugal Force Figure 4 8 Wind effects in turns When the wind and centrifugal force act in the sa
206. orts nearly all of the seaplane s weight The weight of the seaplane forces the floats down into the water until a volume that weighs exactly as much as the seaplane has been displaced The surface area of the float below the waterline is called the wetted area and it varies depending on the seaplane s weight An empty seaplane has less wetted area than when it is fully loaded Wetted area is a major factor in the cre ation of drag as the seaplane moves through the water As power is applied the floats move faster through the water The water resists this motion creating drag The forward portion of the float is shaped to transform the horizontal movement through the water into an upward lifting force by diverting the water downward Newton s Third Law of Motion states that for every action there is an equal and opposite reaction and in this case pushing water downward results in an upward force known as hydrodynamic lift In the plowing phase hydrodynamic lift begins push ing up the front of the floats raising the seaplane s nose and moving the center of buoyancy aft This combined with the downward pressure on the tail generated by holding the elevator control all the way back forces the rear part of the floats deeper into the water This creates more wetted area and consequently more drag and explains why the seaplane accelerates so slowly during this part of the takeoff This resistance typically reaches its peak just before
207. ose at too high a pitch angle This nose up attitude places the seaplane at the upper trim limit of stability and causes the seaplane to enter a cyclic oscillation when touching the water which results in the seaplane skipping across the sur face This action is similar to skipping flat stones across the water Skipping can also occur by crossing a boat wake while taxiing on the step or during a takeoff Sometimes the new seaplane pilot confuses a skip with a porpoise but the pilot s body sensations can quickly distinguish between the two skip gives the body ver tical G forces similar to bouncing a landplane Porpoising is a rocking chair type forward and aft motion feeling To correct for skipping first increase back pressure on the elevator control and add sufficient power to prevent the floats from contacting the water Then establish the proper pitch attitude and reduce the power gradually to allow the seaplane to settle gently onto the water Skipping oscillations do not tend to increase in amplitude as in porpoising but they do subject the floats and airframe to unnecessary pounding and can lead to porpoising TAKEOFFS A seaplane takeoff may be divided into four distinct phases 1 The displacement phase 2 the hump or plowing phase 3 the planing or on the step phase and 4 the lift off 4 10 The displacement phase should be familiar from the taxiing discussion During idle taxi the displacement of water supp
208. ots remember to keep the red buoys to their right when proceeding toward the shore returning to their home port Black and white vertically striped buoys mark the cen ter of the channel or fairway the nautical term for the navigable part of a river bay or harbor and may use letters starting at A from seaward Naturally not all waterways lead straight from ocean to port so there are also buoys to mark the junctions of waterways Buoys with red and black horizontal bands mark junctions or places where the waterway forks They also mark wrecks and obstructions that can be passed on either side The color of the top band red or black and the shape of the buoy nun or can indicate the side on which the buoy should be passed by a ves sel proceeding inbound along the primary channel If the topmost band is black the buoy should be kept to the left of an inbound vessel If the topmost band is red keep the buoy to the right when inbound Buoys with the black top band will usually be cans while those with the red top band will usually be nuns For waterways that run more or less parallel to the coast there is no obvious inbound or outbound to give direction to the waterway so by convention the inbound direction of such waterways is assumed to be clockwise around the contiguous states This means that for waterways running parallel to the east coast southbound is considered the inbound direction for waterways along the G
209. out availability of printed copies This handbook is published by the U S Department of Transportation Federal Aviation Administration Airman Testing Standards Branch AFS 630 P O Box 25082 Oklahoma City OK 73125 Comments regarding this hand book should be sent in e mail form to AFS630comments faa gov AC 00 2 Advisory Circular Checklist transmits the current status of FAA advisory circulars and other flight information publications This checklist is available via the Internet at http www faa gov aba html_policies ac00_2 html Photo credits Cover Lake amphibian Lanshe Aerospace Cover Skiplane Tom Evans Photography Page 2 1 bottom right Wipaire Inc Page 7 1 left column Airglas Engineering CONTENTS CHAPTER 1 Rules Regulations and Aids for Navigation Privileges and Limitations 1 1 Seaplane 1 1 14 CFR Part 91 Section 91 115 Right of Way Rules Water Operations 1 2 Rules of the 1 2 Inland and International Waters 1 2 United States Aids for Marine Navigatio ws 1 2 Seaplane Landing Areas 1 2 Buoys and Daybeacons 1 2 Nighttime Buoy Identification 1 4 CHAPTER 2 Principles of Seaplanes Seaplane Characteristics 2 1 Seaplane Flight 2 4 CHAPTER 3 Water Characteristics and Seaplane Base Operations Characteristics
210. ow and understand some basic ocean terms A thorough knowledge of these definitions allows the pilot to receive and understand sea condition reports from other aircraft surface vessels and weather services Fetch An area where wind is generating waves on the water surface Also the distance the waves have been driven by the wind blowing in a constant direc tion without obstruction Sea Waves generated by the existing winds in the area These wind waves are typically a chaotic mix of heights periods and wavelengths Sometimes the term refers to the condition of the surface resulting from both wind waves and swells Swell Waves that persist outside the fetch or in the absence of the force that generated them The waves have a uniform and orderly appearance characterized by smooth regularly spaced wave crests Primary Swell The swell system having the greatest height from trough to crest Secondary Swells Swell systems of less height than the primary swell Swell Direction The direction from which a swell is moving This direction is not necessarily the result of the wind present at the scene The swell encountered may be moving into or across the local wind A swell tends to maintain its original direction for as long as it continues in deep water regardless of changes in wind direction Swell Face The side of the swell toward the observer The back is the side away from the observer Swell Length The hor
211. pen water This type of water condition is for emergency only in small aircraft in inland waters and for the expert pilot Moderate Gale Figure 3 1 The size of waves is determined by the speed of the wind to describe the combined motion of all the factors disturbing the surface These waves tend to be a chaotic mix of heights periods and wavelengths Because the wind causes the height to increase faster than the wavelength they often have relatively steep pointed crests and rounded troughs With a windspeed of 12 knots the waves begin to break at their crests and create foam The height of waves depends on three factors wind speed length of time the wind blows over the water and the distance over which the wind acts on the water As waves move away from the area where they were generated called a fetch they begin to sort them selves by height and period becoming regular and evenly spaced These waves often continue for thou sands of miles from where they were generated Swell is the term describing waves that persist outside the fetch or in the absence of the force that generated them A swell may be large or small and does not indicate the direction of the wind The wake of a boat or ship is also a swell Unlike wind and current waves are not deflected much by the rotation of the Earth but move in the direction 5 2 which the generating wind blows When this wind ceases water friction and spreading
212. position the seaplane so it is facing outward perpendicular to the dock It is very important that the helper have experience in the proper handling of seaplanes otherwise an innocent mistake could cause serious damage to the seaplane or to nearby boats structures or other seaplanes TAXIING AND SAILING One major difference between taxiing a landplane and taxiing a seaplane is that the seaplane is virtually always in motion and there are no brakes When idling a landplane usually remains motionless and when moving brakes can be used to control its speed or bring it to a stop But once untied the seaplane floats freely along the water surface and constantly moves due to the forces of wind water currents propeller thrust and inertia It is important that the seaplane pilot be familiar with the existing wind and water conditions plan an effective course of action and mentally stay ahead of the seaplane There are three basic positions or attitudes used in moving a seaplane on the water differentiated by the position of the floats and the speed of the seaplane through the water They are the idling or displacement position the plowing position and the planing or step position IDLING POSITION In the idling position or displacement position the buoyancy of the floats supports the entire weight of the seaplane and it remains in an attitude similar to being at rest on the water Engine r p m is kept as low as possible to contr
213. r to avoid them Many times the seaplane itself is an object of curiosity drawing water traffic in the form of interested onlookers When seaplane operations are conducted in bush country regular or emergency facilities are often lim ited or nonexistent The terrain and waterways are frequently hazardous and any servicing becomes the individual pilot s responsibility Prior to operating in an unfamiliar area away from established seaplane facilities obtain the advice of FAA Accident Prevention Counselors or experienced seaplane pilots who are familiar with the area PREFLIGHT INSPECTION Begin the preflight inspection with a thorough review of the existing local weather destination weather and water conditions This weather evaluation should include the direction and speed of the wind to deter mine their effects on takeoffs landings and other water operations The preflight inspection of a seaplane is somewhat dif ferent from that of a landplane Inspecting a seaplane on the water is complicated by the need to reposition the seaplane to gain access to all parts of the airframe On the other hand preflighting a seaplane on land may create certain challenges because the wings and tail surfaces may be out of reach and difficult to inspect when standing on the ground The following preflight description omits many items that are identical in landplanes and seaplanes in order to emphasize the differences between the two proce
214. r back along the float and the impact with the ramp may be harder Many pilots apply a little power just prior to hitting the ramp which raises the fronts of the floats and creates more of a cushioning bow wave Be sure to hold the elevator con trol all the way back throughout the ramping Figure 6 9 When the seaplane stops moving shut down the engine and complete the appropriate checklist Ideally the sea plane should be far enough up the ramp that waves or swells will not lift the floats and work the seaplane Figure 6 9 The bow wave cushions the contact with the ramp Allow Wind to Weathervane the Seaplane Until Lined Up with the Ramp Use Power to Pull the Seaplane Well onto the Ramp Figure 6 10 Crosswind approach to a ramp back into the water but not so far up the ramp that shoving off is difficult Ramps are usually quite slip pery so pilot and passengers must be very cautious of their footing when walking on the ramp The most difficult approach is when the wind is blow ing parallel to the shore and strong enough to make control marginal If the approach is made into the wind it may not be possible to turn the seaplane crosswind toward the ramp without excessive speed In most cases the best procedure is to taxi directly downwind until near the ramp then close the throttle at the right point to allow weathervaning to place the seaplane on the ramp in the proper position Then apply po
215. re depicted with symbols similar to land airports with the addition of an anchor in the center As with their land counterparts tick marks around the outside of the symbol denote a seaplane base with fuel and services available and a double ring identifies military facili ties Figure 1 2 BUOYS AND DAYBEACONS Buoys are floating markers held in place with cables or chains to the bottom Daybeacons are used for similar purposes in shallower waters and usually consist of a marker placed on top of a piling or pole driven into the bottom Locations of buoys within U S waters are No Facilities or Complete Information is Not Available Civil Seaplane Base with Fuel and Services Military Seaplane Base with Fuel and Services Figure 1 2 Seaplane landing areas have distinctive symbols to distinguish them from land airports shown on nautical charts prepared by the Office of Coast Survey OCS an office within the National Oceanic and Atmospheric Administration NOAA Light lists prepared by the Coast Guard describe light ships lighthouses buoys and daybeacons maintained on all navigable waters of the United States Keep to Right of Buoy or Piling when Coming from Seaward Keep to Right to Follow Primary Channel Coming from Seaward Figure 1 3 Buoys typically used along waterways The buoyage system used in the United States employs a simple arrangement of colors shapes numbers an
216. re installing 3 8 inch bolt Apply to Loktite 3 8 inch bolt before installing Visually inspect bolt for proper installation Reconnect ground wire screw If cylinder was replaced cylinder must be reindexed at this time Retract cylinder using aircraft pump to gear down From top access hold by hand in gear down position Adjust rod end so its 1 16 inch down from retract armhole 1 16 inch cushion refer to Figure 6 10 Use aircraft pump to gear up Rod end should be 1 16 inch below hole in retract arm 1 16 inch cushion NOTE Add spacer washers under jam nut as necessary to achieve 1 16 inch cushion Install upper cylinder bolt to attach cylinder rod end to retract arm attach tension spring refer to Figure 6 4 Check retract for operation by aircraft hydraulic system Set gear position switch by sliding bracket on outside of hydraulic cylinder body by running gear to down position slide switch bracket up so lights green are illuminated on selector head refer to Figure 6 12 By running gear to up position slide switch bracket down so lights blue are illuminated on selector head NOTE If lights have a double flash on off on move switch brackets further to outer ends so lights come on just once After switch brackets are positioned apply bead of RTV silicone to secure bracket to cylinder body Install indicator rod and cable through top access Grease all zerk fittings bolt heads nuts bolt shafts that are exposed
217. rease P N 605 HCF Industries Rust Protection 1002550 Rev E 21 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Boeshield T9 Rut Protection Boeing Company ACF 50 Rust Protection Float Sealant 890 B2 or B4 Pro Seal Company 1422 B2 B4 or B6 Pro Seal Company RTV Silicones General Electric SIKAFLEX 201 or 252 Sika Manufacturing Telflon Spray 6P 730A Comet Industries Hydraulic Fluid Mil H 5606 As general inspection guidelines each of the following areas should be inspected for their own unique attributes Movable Parts For lubrication servicing security of attachment binding excessive wear safetying proper operation proper adjustment correct travel cracked fittings security of hinges defective bearings cleanliness corrosion deformation sealing and tension Fluid Lines and Hoses For leaks cracks dents kinks chafing security corrosion and deterioration Metal Parts For security of attachment cracks metal distortion broken welds corrosion condition of paint and any other apparent damage Wiring For security chafing burning defective insulation loose or broken terminals corroded terminals Bolts in Critical Areas 1002550 Rev E 22 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 For corrosion correct torque when installed or when visual inspection indicates a need for a torque check Some additional general maintenance areas are as follows Nose and Main Gear
218. red as well as the flatter angle of climb after takeoff and allow plenty of room for error Use all of the available cues to verify the wind direc tion Besides reading the water pick up clues to the wind s direction from wind indicators and streamers on the masts of moored boats flags on flagpoles or rising smoke A boat moored to a buoy points into the wind but be aware that it may have a stern anchor as well preventing it from pointing into the wind Waterfowl almost always align themselves facing into the wind Naturally be sure you have enough room for takeoff The landing distance of a seaplane is much shorter than that required for takeoff and many pilots have landed in areas that have turned out to be too short for takeoff If you suspect that the available distance may be inad equate consider reducing weight by leaving some of your load behind or wait for more favorable weather conditions A takeoff that would be dangerous on a hot still afternoon might be accomplished safely on the fol lowing morning with cooler temperatures and a brisk wind In addition to wind consider the effects of the current when choosing the direction for takeoff Keep in mind that when taxiing in the same direction as the current directional control may be reduced because the seaplane is not moving as quickly through the water In rivers or tidal flows make crosswind or calm wind takeoffs in the same direction as the current This r
219. rovide some visual depth and help the floats break free during takeoff Occasionally a pilot may have difficulty getting the seaplane onto the step during a glassy water takeoff particularly if the seaplane is loaded to its maximum authorized weight The floats support additional weight by displacing more water they sink deeper into the water when at rest Naturally this wets more sur face area which equates to increased water drag when the seaplane begins moving compared to a lightly loaded situation Under these conditions the seaplane may assume a plowing position when full power is applied but may not develop sufficient hydrodynamic lift to get on the step due to the additional water drag The careful seaplane pilot always plans ahead and con siders the possibility of aborting the takeoff 4 15 Nonetheless if these conditions are not too excessive the takeoff often can be accomplished using the following technique After the nose rises to the highest point in the plowing position with full back elevator pressure decrease back pressure somewhat The nose will drop if the seaplane has attained enough speed to be on the verge of attain ing the step position After a few seconds the nose will rise again At the instant it starts to rise reinforce the rise by again applying firm back pressure As soon as the nose reaches its maximum height repeat the entire routine After several repetitions the nose attains greater height a
220. s PFDs if needed To avoid hypothermia passengers should get out of the water as soon as possible They can move hand over hand along the float to the bow or stern then to the area between the floats in order to use the spreader bar as an aid in getting onto a float If there is oil or fuel contamination in the water passengers should move away from it upwind or upstream as needed along the float and then get up onto the float to avoid the contamination 10 Unless the seaplane is used for hire sightseeing or flight instruction PFDs are not required by U S law Nonetheless it is prudent to have them on board and it is most prudent to have them worn PFDs are required for all seaplanes in Canada The U S Coast Guard as File lt http www secureav com seaplane briefing doc gt Last Updated January 20 2006 Version 1 0 well as some state and local authorities may require PFDs during water operations The FAA recommends the use of FAA or USCG approved inflatable PFDs in not for hire operations Inflatable PFDs are activated inflated either manually or automatically The automatic activation PFDs utilize a water soluble switch that typically activates in five seconds when immersed in water and sometimes activate from moisture in the air Clearly this type of PFD should not be used for seaplane operations The manual activation PFDs are classified as either Type or Type V based on their minimum buoyancy of 22 5 or 34 lbs
221. s down the indicated airspeed was within 5 mph of the calibrated airspeed STALLING SPEEDS Conditions Power Off 2000 Pounds MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK IBS POSITION I TAKEOFF DISTANCE OVER 50 FOOT OBSTACLE MAXIMUM WEIGHT 2000 LBS FAA APPROVED 9 OCT 2 2 1998 AIRCRAFT FLIGHT MANUAL SUPPLEMENT AMPHIBIAN PA 18 TAKEOFF DISTANCE OVER 50 FOOT OBSTACLE P MAXIMUM WEIGHT 2000 LBS WATER TAKEOFF CONDITIONS Flaps 25 Full Throttle Mixture Rich Below 3000 or Best Power Above 3000 Rippled Water No Wind Obstacle Clearance Speed Is 70 MCAS 1 Shaded area of chart denotes possible frozen water Distances are provided to allow interpolation 2 Mixture may be leaned above 3000 feet for increased power 3 Water distance is estimated to be approximately 60 of total distance to obstacle height 4 Distances in excess of 3000 feet are approximate and should be used with caution Notes STD TEMP 60 F STD TEMP 40 F STD TEMP 20 F STD TEMP STD TEMP 20 F STD TEMP 40 F STD DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR DISTANCE TO CLEAR TEMP 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE 50 OBSTACLE F ft f ft ft ft i ft ARE NEE 59 GROUND TAKEOFF SHORT FIELD CONDITIONS Flaps 25 Full Throttle Mixture Rich Below 3000 or Best Power Above 3000 Paved L
222. s faster tuning from one end of the band to the other After the desired frequency is obtained simply press the lt gt TRANSFER button to move the new frequency into the left hand or active window and your previously used frequency to the right hand or standby window NORMAL OPERATION Rotate the squelch large left hand outer knob clockwise until background noise is heard Rotate the volume small left hand inner knob until this noise corresponds to a desired listening level Rotate the squelch knob counterclockwise until a detent is felt This places the TX 760D in the auto squelch mode With the desired frequency entered in the left hand ACTIVE window as described above key your microphone and you will be transmitting on the active frequency Releasing the key will automatically place your TX 760D in the receive mode 33 4 5 4 6 FREQUENCY TRANSFER As previously described in Section 4 3 simply pressing this button will swap frequencies between active and standby windows As will be covered in the next section depressing this button also cancels the channel memory display The transfer button must be used in order for the last frequencies used to be displayed after a power interruption For example say you are tuned to 118 00 in the active display and 121 60 in the standby display Pressing the transfer button will insure that the unit will display 121 60 118 00 after any power interruption Failure t
223. s generally considered to be the least desirable form of taxiing because we have 1 Bad visibility 2 Bad cooling 3 Potential spray problem We use Plow Taxi Turn to turn from upwind to downwind when the wind is to strong to do so in Idle Taxi when we need good control in confined maneuvering space and or for training purposes Plow Taxi Turn is accomplished as follows after F A R T S checklist 1 With engine idling directly into the wind and water rudders down use right rudder and left aileron into the wind to cause the float plane to turn right 15 20 degrees 2 Continuing to hold aileron into the wind reverse the turn by pushing full left rud der As the float plane nose passes through the wind begin partial power application for nose up attitude while holding full back stick full left rudder and aileron into the wind 3 When established in the turn reduce power slightly while continuing to hold nose high When established downwind neutralize rudders and ailerons and reduce power to idle Hold forward stick in strong winds or with tailing swells Step Taxi is used to travel long distances in a short time when the wind and waves are suf ficiently calm to do so without banging the floats and fuselage too much During Step Taxi we have 1 Good visibility 2 Fairly good cooling 3 No spray problem Step Taxi is accomplished as follows after F A R T S checklist 1 Point float plane directly upwind or downwind 2
224. scussion CONTENTS Preface 1 I Discussion for Pilots 2 a Background 2 b Presentation 2 c Pre takeoff Briefing 2 d Passengers Needing Special Assistance 4 e Pre landing Briefing 4 f Pre docking Briefing 5 6 Additional Considerations 5 II Sample Seaplane Pilots Passenger Briefing Checklist 6 III Additional Resources 7 Preface This document may well provide the most comprehensive inventory of passenger briefing issues you have yet encountered However it is not itself a passenger briefing Rather it is a tool for developing your own passenger briefings You may also consider it an aid to help to develop an unofficial supplement to your Pilots Operating Handbook POH There are many important reasons why seaplane pilots should provide passenger briefings e fulfill their responsibilities as pilot in command for the safe operation of their aircraft To improve passenger safety To satisfy FAA regulations such as 14 C F R 91 107 that require passenger briefings Commercial operators have even more stringent briefing requirements and To help passengers understand that their survival during an accident is highly dependent on their knowledge and use of safety information Because of the unique risks of seaplane flying and the non intuitive nature of accident and passenger survival procedures this document is designed as a flexible robust tool to help craft effective passenger briefings Effective pa
225. ssary This manually bleeds system NOTE Fluid level in reservoir in UP position is full DOWN position reservoir is half full Don t over fill in DOWN position A cockpit mounted switch accomplishes the selection of gear up or gear down Each landing gear has an individual indicator light on the selector head allowing the pilot to confirm that each gear has fully retracted or extended At the top of each float deck just forward of the step a visual indicator is provided for the main gear Nose gear up may be determined visually for position An emergency hand pump and selector valve is provided in case of total electric pump failure or loss of fluid The reservoir has additional hydraulic fluid available only to the hand pump The main gear has an over center lock in both up and down positions Retraction takes place when pressure is exerted on the actuator piston driving the actuating arm along the slide track refer to Figure 6 1 A reverse process affects extension Gear position light proximity 1002550 Rev E 20 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 switches are closed when the cylinder piston containing the magnetic material is adjacent to the switch The nose gear has an over center down lock Retraction occurs when pressure is applied to the forward face of the actuator piston and the carriage is drawn along the tracks in the nose box as shown in Figure 7 1 Gear position light proximity switches are closed w
226. ssenger briefings help prevent accidents and encourage appropriate passenger response in the event of an accident Despite the importance of passenger briefings pilots enjoy great discretion in how to fashion them Some pilots think that telling the passenger too much or describing emergency procedures in detail is counterproductive and may frighten passengers or even convince them not to fly Others find that passengers both appreciate and benefit from comprehensive preflight briefings and will fly with greater confidence when they know what to expect and believe that the pilot cares about their welfare Achieving the right balance is up to you How thoroughly to brief your passengers is one of the many choices you make as a responsible pilot File lt http www secureav com seaplane briefing doc gt Last Updated January 20 2006 Version 1 0 I DISCUSSION FOR PILOTS a Background An upset capsizing is a life threatening event for seaplane passengers The very limited time in which to escape the cabin when it fills with water and the likelihood of major structural damage from water impact possibly causing doors or windows to jam contribute to the danger During such a crisis you may be preoccupied with managing the plane and be unable to give instructions or otherwise attend to passengers beyond ordering them to evacuate Furthermore if you become incapacitated in a water impact emergency your passengers need to
227. st be dissipated As the seaplane slows the ten dency to weathervane may combine with the motion created by the rough surface to create an unstable situation In strong winds an upwind landing means a much lower touchdown speed a shorter water run and subsequently much less pounding of the floats and airframe Likewise crosswind landings on rough water or in strong winds can leave the seaplane vulnerable to cap sizing The pitching and rolling produced by the water motion increases the likelihood of the wind lifting a wing and flipping the seaplane There is additional information on rough water land ings in Chapter 8 Emergency Open Sea Operations CONFINED AREA LANDING One of the first concerns when considering a landing in a confined area is whether it is possible to get out 6 7 again For most seaplanes the takeoff run is usually much longer than the landing run Before landing the pilot should also consider the wind and surface condi tions expected when it is time to leave If the seaplane lands into a stiff breeze on water with small waves it might be more difficult to leave the next morning when winds are calm and the water is glassy Conversely if the seaplane lands in the morning when the air temper ature is low departure in the hot afternoon might mean a significant loss in takeoff performance due to the density altitude It is especially important to carefully inspect the landing area for shallow areas obstr
228. stallation and Assembly of Main Gear Assemble track assembly before installing in float Lay shock strut on bench with grease zerk facing up Install retract yoke to shock strut upper end with roller shaft Holes shaft to match holes shock strut bushing Grease zerks position shaft to shock strut bushing Install bushing to lower shock strut Grease Grease shaft and install rollers to each end E NOTE Radii on bushings to be on outboard side 6 Install tracks over this assembly NOTE Position of tracks retract yoke and shock strut with each other is important 7 Before installing track assembly clean out wheel well area of dirt excess grease etc Reinstall track assembly from bottom of float Position of track spreader plate It goes to the up position 9 Position track assembly in wheel well area and start lower 5 8 inch diameter removed in step 16 one 1 each side NOTE 1002550 Rev E 24 FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 This positions track assembly Do not install coupling nut or tighten at this time 10 Pivot track around 5 8 inch bolts to align 3 16 inch bolt and each side to wheel well Do not tighten 11 Temporarily install retract arm through to 5 8 inch hole in tracks without going through retract yoke Tighten all 3 16 inch bolts four 4 each side on tracks After tightening 3 16 inch side bolts eight 8 remove
229. submerged at that weight Obviously such a situation would be impractical so seaplanes are required to have a buoyancy of 80 percent in excess of that required to support the maximum weight of the seaplane in fresh water To determine the maximum weight allowed for a seaplane equipped with two floats divide the total displacement by 180 percent or 1 8 Using the example of two floats that each displace 2 500 pounds the total displacement of 5 000 pounds divided by 1 8 gives a maximum weight for the seaplane of 2 778 pounds Many other consid erations determine the suitability of a particular set of floats for a specific type of airplane and float installations are carefully evaluated by the Federal Aviation Administration FAA prior to certification All floats are required to have at least four watertight compartments These prevent the entire float from fill ing with water if it is ruptured at any point The floats can support the seaplane with any two compartments flooded which makes the seaplane difficult to sink Most floats have openings with watertight covers along the deck to provide access to the inside of each com partment for inspection and maintenance There are also smaller holes connected by tubes to the lowest point in each compartment called the bilge These bilge pump openings are used for pumping out the bilge water that leaks into the float The openings are typically closed with small rubber balls that push snugl
230. surface cracks abrasions or signs of delamination Check the spreader bars between the floats and look at the bracing wires and their fittings Any sign of movement loose fasteners broken welds or a bracing wire that is noticeably tighter or looser than the others is cause for concern Check for signs of corrosion especially if the seaplane has been operated in salt water Although corrosion is 4 1 less of issue with composite floats be sure to check metal fittings and fasteners Figure 4 1 Figure 4 1 A preflight inspection with the seaplane on land provides an opportunity to thoroughly examine the floats below the waterline Note the spray rail on the inboard chine of the far float in this photo Use the bilge pump to remove any accumulated water from each watertight compartment The high dynamic water pressure and the physical stresses of takeoffs and landings can momentarily open tiny gaps between float components allowing small amounts of water to enter Conversely sitting idle in the water also results in a small amount of seepage and condensation While it is normal to pump a modest amount of water from each compartment more than a quart or so may indicate a problem that should be checked by a qualified aircraft mechanic experienced in working on floats Normal is a relative term and experience will indicate how much water is too much Figure 4 2 Figure 4 2 Bilge pump openings are closed with a soft rub
231. t d try to catch the porpoise by adjusting pitch and power 26 The method for glassy water landings a pitch up at or before the LVR then set power to glassy water setting b set power to glassy water setting then pitch up over the LVR C land parallel to the shore line using shore line as the LVR North Texas Seaplanes SES Course Manual 23 May 2013 North Texas Seaplanes SES Course Manual d land the floatplane the same as soft field technique for land planes using the the surface of the water as LVR 27 The gross weight of the PA 18 Super Cub 150 amphib Land Water 28 Useful load is 29 Fuel capacity is 33 Best rate of climb airspeed flap configuration is 34 Best angle of climb airspeed flap configuration 35 Best glide airspeed flap configuration 36 What certificates and documents have to be on board the floatplane 37 What documents do you need to act as pilot in command 38 How long is a second class medical valid 39 List five ways to determine wind direction 40 Who has the right of way boats or floatplanes Why 41 White caps start to form on the top of waves at approximately 42 Wind streaks start to form on the water surface at 43 Who has the right of way the floatplane taking off or the floatplane landing 44 What is the color of the rotating beacon at a seaplane base and what symbol is used for a seaplane base on a sectional chart 45 As far as design what is the most important
232. te more gradually NORMAL LANDING Make normal landings directly into the wind Seaplanes can be landed either power off or power on but power on landings are generally preferred because they give the pilot more positive control of the rate of sink and the touchdown spot To touch down at the slowest possible speed extend the flaps fully Use flaps throttle and pitch to control the glidepath and establish a stabilized approach at the recommended approach airspeed The techniques for glidepath con trol are similar to those used in a landplane As the seaplane approaches the water s surface smoothly raise the nose to the appropriate pitch atti tude for touchdown As the floats contact the water use gentle back pressure on the elevator control to compensate for any tendency of the nose to drop When the seaplane is definitely on the water close the throttle and maintain the touchdown attitude until the seaplane begins to come off the step Once it begins to settle into the plowing attitude apply full up elevator to keep the nose as high as possible and minimize spray hitting the propeller As the seaplane slows to taxi speed lower the water rudders to provide better directional control Raise the flaps and perform the after landing checklist The greater the speed difference between the seaplane and the water the greater the drag at touchdown and the greater the tendency for the nose to pitch down This is why the touchdown is
233. th Texas Seaplanes SES Course Manual 6 May 2013 North Texas Seaplanes SES Course Manual Ground Lesson 4 Objectives During this lesson the student will gain an understanding of normal and crosswind takeoffs and landings cruise flight operations and maneuvering Content 1 Takeoffs A Normal B Crosswind C Glassy water D Rough Water E Maximum Performance 2 Flying the float plane A Performance B Stability 3 Landing Area Assessment 4 Landings A Normal B Crosswind C Glassy Water D Rough Water E Maximum Performance References 1 All Previous References Completion Standards During class session the ground instructor will determine that the student understands normal crosswind glassy water rough water and max performance takeoffs and landing and climb and cruise flight performance North Texas Seaplanes SES Course Manual 7 May 2013 North Texas Seaplanes SES Course Manual Ground Lesson 5 Objectives During this lesson the student will gain an understanding of ramping docking mooring beaching approaching a buoy and sailing Content 1 Ramping 2 Docking 3 Mooring 4 Beaching 5 Approaching a buoy 6 Sailing A Power Off B Power On References 1 All Previous References Completion Standards During class session the ground instructor will determine that the student understands ramping docking mooring beaching approaching a buoy and sailing North Texas Seaplanes SE
234. th the wind the pilot must weigh the dangers posed by the swell against limited crosswind capability as well as pilot experience On the other hand calm glassy water presents a different set of challenges Since the wind is calm taxiing and docking are somewhat easier but takeoffs and landings require special techniques Takeoff distances may be longer because the wings get no extra lifting help from the wind The floats seem to adhere more tenaciously to the glassy water surface When landing the flat featureless surface makes it far more difficult to gauge altitude accurately and reflections can create confusing optical illusions The specific techniques for glassy water operations are covered in Chapter 4 Seaplane Operations Preflight and Takeoffs and Chapter 6 Seaplane Operations Landing Tides are cause for concern when the airplane is beached or moored in shallow water A rising tide can lift a beached seaplane and allow it to float out to sea if the airplane is not properly secured Depending on the height of the tide and the topography of the beach an outgoing tide could leave a beached seaplane stranded far from the water Figure 3 2 anm 5 5 Many of the operational differences between land planes and seaplanes relate to the fact that seaplanes have no brakes From the time a seaplane casts off it is usually in continuous motion due to the wind and current so the pilot must take deliberate action to co
235. the downwind side of an object MOOR To secure or tie the seaplane to a dock buoy or other stationary object on the surface NUN BUOYS Conical buoys marking the left side of a channel for an inbound vessel They often have even numbers that increase as the vessel progresses from seaward PLAIN SKI A type of aircraft ski that can only be used on snow or ice as compared to combination skis which also allow the use of the skiplane s wheels for landing on runways PLANING POSITION The atti tude of the seaplane when the entire weight of the aircraft is supported by hydrodynamic and aerodynamic lift as it is during high speed taxi or just prior to takeoff This position produces the least amount of water drag Also called the step position or the step PLOWING POSITION A nose high powered taxi characterized by high water drag and an aftward shift of the center of buoyancy The weight of the seaplane is supported primarily by buoyancy and partially by hydrodynamic lift POP OUT FLOATS Helicopter floats that are stored deflated on the skids or in compartments along the lower portion of the helicopter and deployed in the event of an emer gency landing on water Compressed nitrogen or helium inflates the floats very quickly PORPOISING A rhythmic pitch ing motion caused by an incorrect planing attitude during takeoff left side or the direction to the left of a vessel
236. the floats are placed into a planing attitude Figure 4 14 shows a graph of the drag forces at work during a sea plane takeoff run The area of greatest resistance is referred to as the hump because of the shape of the water drag curve During the plowing phase the increasing water speed generates more and more hydrodynamic lift With more of the weight supported by hydrodynamic lift proportionately less is supported by displacement and the floats are able to rise in the water As they do there is less wetted area to cause drag which allows more acceleration which in turn increases hydrodynamic lift There is a limit to how far this cycle can go however because as speed builds so does the amount of drag on the remaining wetted area Drag increases as the square of speed and eventually drag forces would balance the power output of the engine and the seaplane would continue along the sur face without further acceleration Seaplanes have been built with sufficient power to accelerate to takeoff speed this way but fortunately the step was invented and it makes further acceleration possible without additional power After passing over the hump the seaplane is traveling fast enough that its weight can be supported entirely by hydrodynamic lift Relaxing the back pressure on the elevator control allows the float to rock up onto the step and lifts the Propeller Thrust lt tc a tc H 2 tc H e a z 2 o oa F
237. the propeller If there is significant wind let the seaplane turn into the wind for the runup As r p m increases the nose rises into the plowing posi tion and the seaplane begins to accelerate Since this is a relatively unstable position performing the runup into the wind minimizes the possibility of crosswinds rough water or gusts upsetting the seaplane Waste no time during the runup checks but be thorough and pre cise Taxi speed will drop as soon as the power is reduced Water rudders are normally retracted before applying takeoff power The buffeting and dynamic water pres sure during a takeoff can cause serious damage if the water rudders are left down As full power is applied during takeoff in most sea planes torque and P factor tend to force the left float down into the water Right rudder pressure helps to maintain a straight takeoff path In some cases left aileron may also help to counter the tendency to turn left at low speeds by increasing drag on the right side of the seaplane Density altitude is particularly important in seaplane flying High hot and humid conditions reduce engine power and propeller efficiency and the seaplane must also attain a higher water speed in order to generate the lift required for takeoff This increase in water speed means overcoming additional water drag All of these factors combine to increase takeoff distances and decrease climb performance In high density altitude conditio
238. the shoreline at the lowest possible safe altitude so that a reliable height reference is maintained to within a few feet of the water surface When adequate visual references are not available make glassy water landings by establishing a stable Flare Too Early descent in the landing attitude at a rate that will pro vide a positive but not excessive contact with the water Recognize the need for this type of landing in ample time to set up the proper final approach Always perform glassy water landings with power Perform a normal approach but prepare as though intending to land at an altitude well above the surface For exam ple in a situation where a current altimeter setting is not available and there are few visual cues this alti tude might be 200 feet above the surface Landing preparation includes completion of the landing check list and extension of flaps as recommended by the manufacturer The objective is to have the seaplane ready to contact the water soon after it reaches the tar get altitude so at approximately 200 feet above the surface raise the nose to the attitude normally used for touchdown and adjust the power to provide a constant descent rate of no more than 150 feet per minute f p m at an airspeed approximately 10 knots above stall speed Maintain this attitude airspeed and rate of descent until the seaplane contacts the water Once the landing attitude and power setting are established the airspeed
239. the water s surface during the landing approach can be deceiving Wave motion may make it appear that the water is moving sideways but although the wind moves the waves the water itself remains virtually stationary Waves are simply an up and down motion of the water surface the water itself is not moving sideways To detect side drift over water and maintain a straight path during landing pick a spot on the shore or a stationary buoy as an aim point Lower the upwind wing just enough to stop any drift and use rudder to maintain a straight 6 3 Figure 6 3 Improper technique or excessive crosswind forces can result an accident path As the seaplane touches down on the upwind float the water drag will quickly slow the seaplane and the other float will touch down as aerodynamic lift decreases Close the throttle and as the seaplane s speed dissipates increase aileron to hold the upwind wing down The seaplane is most unstable as it is com ing off the step and transitioning through the plowing phase Be ready for the seaplane to weathervane into the wind as the air rudder becomes less effective Many pilots make a turn to the downwind side after landing to minimize weathervaning until the seaplane has slowed to taxi speed Since the seaplane will weathervane sooner or later this technique reduces the centrifugal force on the seaplane by postponing weathervaning until speed has dissipated Once the seaplane settles into the
240. then you will not be able to talk to me Physiological Effects of Flying You may experience many physiological effects of flight including disorientation when banking or due to g forces illusions particularly when in the clouds red out when looking through the propeller into the sun about one out of seven passengers may experience it manifestations range from seeing everything in the color red to in extreme cases seizures Co pilot s Controls If you sit in the co pilot s seat please do not touch or obstruct extension of the control wheel stick or other controls I will demonstrate the full extension of the controls so that you can become comfortable with the needed clearances Talking Please limit conversation during taxiing take off and landing It is good practice for pilots to enforce a sterile cockpit silence among crew and passengers except for needed operational communication during these critical flight operations I need to listen for instructions from airport control towers and control facilities and must remain particularly alert One exception because passengers are an important safety resource please identify physically by pointing any nearby airborne aircraft that you see Lights and Noises Many flashing lights aural alarms and the like are part of normal flight operation particularly during departure and arrival Please do not be startled by them If th
241. till obtaining some hydrody namic lift but glassy water maintains a continuous drag force Once airborne the lack of visual cues to the seaplane s height above the water can create a potentially dangerous situation unless a positive rate of climb is maintained The takeoff technique is identical to a normal takeoff until the seaplane is on the step and nearly at flying speed At this point the water drag may prevent the seaplane from accelerating the last few knots to lift off speed To reduce float drag and break the grip of the water the pilot applies enough aileron pressure to lift one float just out of the water and allows the seaplane to continue to accelerate on the step of the other float until lift off By allowing the seaplane to turn slightly in the direction the aileron is being held rather than holding opposite rudder to maintain a straight course considerable aerodynamic drag is eliminated aiding acceleration and lift off When using this technique be careful not to lift the wing so much that the opposite wing contacts the water Obviously this would have serious consequences Once the seaplane lifts off establish a positive rate of climb to prevent inadver tently flying back into the water Another technique that aids glassy water takeoffs entails roughening the surface a little By taxiing around in a circle the wake of the seaplane spreads and reflects from shorelines creating a slightly rougher surface that can p
242. titude so that the flare ignites at 1 700 feet Altitude should be as close to 2 000 feet as possible 2 After the drop adjust altitude to 2 000 feet and maintain the heading for 45 seconds 3 Turn back 220 left or right until the flare is almost dead ahead The sea becomes visible after the first 70 of the turn is completed allowing approximately 90 seconds for sea evaluation Use standard rate turn 3 per second 4 Immediately after passing the flare if it is still burning the pilot may circle to make additional evaluation during remaining burning time If both pilot and copilot are present the pilot should fly the seaplane and the copilot should concentrate on the sea evaluation If only two flares are available and sea conditions are known or believed to be moderate it may be advisable to dispense with the sea evaluation and use both flares for landing NIGHT EMERGENCY LANDING A night landing should be performed only after exhausting all other options Be sure all occupants are wearing life vests and secure loose items prior to touchdown Remove liferafts and survival equipment from their storage containers and give them to those occupants closest to the exits Prior to the landing pat tern unlatch the doors to prevent jamming that may be caused by airframe distortion from a hard landing If time permits make distress calls and activate the emergency locator transmitter LANDING BY PARACHUTE FLARE When a landi
243. to the Right Figure 4 11 When the seaplane moves through the water keel effect drives it in the direction the tail is pointed With no motion through the water the wind pressure on the fuselage pushes the seaplane toward the side the nose is pointed 4 8 s Direction of Motion with Enough Power to Overcome Wind Direction of Motion with Power Just Balancing Wind 2 Right Aileron Up Left Aileron Down Direction of Motion Rudder with Engine Idling Direction of Motion with Power Off Figure 4 12 By balancing wind force and engine thrust it is possible to sail sideways or diagonally forward Of course reversing the control positions from those illustrated per mits the pilot to sail to the opposite side incorporate the movement of the water along with the wind The current may be a help or a hindrance or change from a help to a hindrance when the pilot attempts to change direction The keel effect only works when the floats are moving through the water If the current is moving the seaplane there may be little or no motion relative to the water even though the seaplane is moving relative to the shore Using wind current and thrust to track the desired course requires careful planning and a thorough understanding of the various forces at work With the engine shut down most flying boats sail backward and toward
244. ty 3 Plow Taxi Turn Center of buoyancy moves aft reversing the weather cocking 4 Upwind Centrifugal force and the wind direction work together causing a capsizing ef fect You re leaning to the outside of the turn 5 F A R T S 6 Glassy Water loss of depth perception that can t be learned The calmness tends to make the pilot relaxed and complacent which makes the situation more dangerous 7 Glassy Water Take Off Taxi in a circle to create wake which will expand across the surface Lift right float at 45 MPH but don t pull back yet Rotate normally 50 MPH Level wings when both floats are out of the water Pay attention Don t fly back into the water 8 Weathervane Weathercock 9 Stick Back 10 Step Taxi 11 Up The air rudder provides adequate directional control you would just bang them around 12 Water Rudders Up they would steer you the wrong direction Stick in the direction you want to turn follow your thumbs Opposite Rudder 13 Plan Evaluate Slow Slow by Flaps into the Wind Doors Open Carb Heat 1 Mag Mags Off Coast In Air Horn Fend Off with Oar call the insurance co 14 Inspect Obstacles and Mud Sail In if practical Taxi at 45 Angle so you can change your mind Cut Power glide In Tides pull tail in on the beach Don t Leave Unattended Anchor 15 The stick is too far back or forward digging in or dragging the tail of float Pilot Induced Oscillations Boat Wake Aft C G
245. ual passenger briefings These briefings are not necessarily appropriate for a particular implementation Survival Checklist CheckMate lt http www CheckMateA viation com gt Tel 800 359 3741 Passenger Briefing Checklist Dale DeRemer Seaplane Pilot p 39 ASA 2003 lt http www asa2fly com gt Passenger Preflight Briefing Cards Columbia Seaplane Pilots lt wileyseaplanes comcast net gt A Sample Passenger Briefing Package lt http www secureav com briefing doc gt NOTICE Seaplane pilots and the aviation community may use this document as a resource for passenger briefing development although it is recommended that this be supported by independent research on the suitability of its content for specific or local applications and situations It is not intended to provide legal advice and must not be relied upon as such It is neither a standard nor intended to be implemented as such EDITS ERRATA COMMENTS This is a living document intended to be updated periodically to reflect changes in seaplane practices and the aviation environment Please send your suggestions edits errata questions and comments to lt PEB secureav com gt ACKNOWLEDGMENTS The Seaplane Passenger Briefing Notes for the Pilot has had the benefit of extensive editorial comment and suggestions by a diverse body of the seaplane community and beyond See Acknowledgments at lt http www secureav com gt Th
246. ualified 5 4 addition of a multiengine sea rating to a pilot certificate requires considerable additional training Dealing with engine failures and issues of asymmetri cal thrust are important aspects in the operation of multiengine seaplanes Seaplane Operations want 2 LANDING AREA RECONNAISSANCE AND PLANNING When a landplane makes an approach at a towered air port the pilot can expect that the runway surface will be flat and free of obstructions Wind information and landing direction are provided by the tower In water operations the pilot must make a number of judgments about the safety and suitability of the landing area evaluate the characteristics of the water surface deter mine wind direction and speed and choose a landing direction It is rare for active airport runways to be used by other vehicles but common for seaplane pilots to share their landing areas with boats ships swim mers jet skis wind surfers or barges as well as other seaplanes It is usually a good practice to circle the area of intended landing and examine it thoroughly for obstructions such as pilings or floating debris and to note the direction of movement of any boats that may be in or moving toward the intended landing site Even if the boats themselves will remain clear of the landing area look for wakes that could create hazardous swells if they move into the touchdown zone This is also the time to look
247. uch more to the system of maritime naviga tion aids than can be presented here Nautical books and online resources can be a great help in extending knowledge and understanding of these important aids HA Daymark Daymark Pointer Pointer Port Left Markers When Coming from Seaward Starboard Right Markers When Coming from Seaward Figure 1 4 Typical daymarks 2 SEAPLANE CHARACTERISTICS There are two main types of seaplane flying boats often called bull seaplanes and floatplanes The bottom of a flying boat s fuselage is its main landing gear This is usually supplemented with smaller floats near the wingtips called v r tip floats Some flying boats have sponsor 11 are short winglike projections from the sides or the hull near the waterline Their pur pose is to stabilize the hull from rolling motion when the flying boat is on the water and they may also pro vide some aerodynamic lift in flight Tip floats are sometimes known as sponsons The hull of a flying boat holds the crew passengers and cargo it has many features in common D with the hull of a ship or boat On the other hand f s typically are conventional landplanes that pem Sen fitted with separate floats sometimes called pontoons in place of their wheels The fuselage of a floatplane is supported well above the water s surface Some flying boats and floatplanes are equipped with retractable wheels for landing on dry lan
248. uctions or other hazards After touchdown is not the time to discover factors that make a confined landing area even smaller or less usable than originally supposed Evaluation of the landing area should include approach and departure paths Terrain that rises faster than the seaplane can climb is an obvious con sideration both for the eventual takeoff as well as in case of a go around during landing If climbout over the terrain is not easily within the seaplane s capabilities be certain there is sufficient room to make a gentle turn back over the water for climb GO AROUND Whenever landing conditions are not satisfactory exe cute a go around Potential conflicts with other aircraft surface vessels or swimmers in the landing area recog nition of a hazard on the water wind shear wake tur bulence water surface conditions mechanical failure or an unstabilized landing approach are a few of the reasons to discontinue a landing attempt Climb to a safe altitude while executing the go around checklist then evaluate the situation and make another approach under more favorable conditions Remember that it is often best to make a gentle climbing turn back over the water to gain altitude rather than climbing out over a shoreline with rising terrain or noise sensitive areas The go around is a normal maneuver that must be prac ticed and perfected like any other maneuver EMERGENCY LANDING Emergency situations occurring within glidi
249. udder pedals in the cockpit While they are very useful in maneuvering on the water surface they are quite susceptible to damage The water rudders should be retracted whenever the seaplane is in shallow water or 2 4 where they might hit objects under the water surface They are also retracted during takeoff and landing when dynamic water forces could cause damage SEAPLANE FLIGHT PRINCIPLES In the air seaplanes fly much like landplanes The additional weight and drag of the floats decrease the airplane s useful load and performance compared to the same airplane with wheels installed On many air planes directional stability is affected to some extent by the installation of floats This is caused by the length of the floats and the location of their vertical surface area in relation to the airplane s CG Because the floats present such a large vertical area ahead of the CG they may tend to increase any yaw or sideslip To help restore directional stability an auxiliary fin is often added to the tail Less aileron pressure is needed to hold the seaplane in a slip Holding some rudder pressure may be required to maintain coordination in turns since the cables and springs for the water rudders may tend to prevent the air rudder from streamlining in a turn Chapter 3 CHARACTERISTICS OF WATER A competent seaplane pilot is knowledgeable in the characteristics of water and how they affect the sea plane As a fluid water see
250. ulf coast inbound means westbound and for waterways along the west coast northbound is inbound Daybeacons and daymarks serve similar purposes as buoys and use similar symbology In the United States green is replacing black as the preferred color for port side daymarks Figure 1 4 These are just the most basic features of the most com mon buoyage system in the United States There are other buoyage systems in use both in the United States and in other countries Sometimes the markings are exactly the opposite of those just described Good pilots will obtain a thorough understanding of the mar itime aids to navigation used in the areas where they intend to fly NIGHTTIME BUOY IDENTIFICATION Usually only the more important buoys are lighted Some unlighted buoys may have red white or green reflectors having the same significance as lights of the same colors Black or green buoys have green or white lights red buoys have red or white lights Likewise buoys with a red band at the top carry red lights while those with a black band topmost carry green lights White lights are used without any color significance Lights on red or black buoys are always flashing or occulting When the light period is shorter than the dark period the light is flashing When the light is interrupted by short dark periods the light is occulting A light flashing a Morse Code letter A dot dash indicates a mid channel buoy There is m
251. use many seaplanes come to rest in a nose down position due to the weight of the engine the baggage compartment door may offer the best path to safety In addition to covering these basic areas be sure to tell passengers to leave everything behind in the event of a mishap except their PFD Pilots should never assume that they will be able to assist passengers after an accident They may be injured unconscious or impaired leaving passengers with whatever they remember from the pilot s briefing A thorough brief ing with clear demonstrations can greatly enhance a passenger s chance of survival in the event of a mishap AMPHIBIAN A seaplane with retractable wheel type landing gear that can be extended to allow landings to be made on land ANCHOR A heavy hook con nected to the seaplane by a line or cable intended to dig into the bottom and keep the seaplane from drifting AUXILIARY FIN An addi tional vertical stabilizer installed on some float planes to offset the increased surface area of the floats in front of the center of gravity BEACHING Pulling a seaplane up onto a suitable shore so that its weight is supported by relatively dry ground rather than water BEAUFORT WIND SCALE A standardized scale ranging from 0 12 correlating the velocity of the wind with predictable surface features of the water BILGE The lowest point inside a float hull or watertight compartment BILGE PUMP A pump us
252. ve F A R T S checklist complete before abeam touchdown point on DownWind leg Power OFF and Carb Heat as Necessary North Texas Seaplanes SES Course Manual 18 May 2013 North Texas Seaplanes SES Course Manual 3 Rough Water Operations TakeOff is the same as normal take off except 1 Use a slightly nose low attitude during the takeoff run about 2 degrees lower to skim the tops of the waves without planting the bows in a wave 2 Become airborne at minimum airspeed 3 Use ground effect and accelerate to climb speed in normal climb attitude Landing is the same as normal landing except 1 Set the power to 1200 1400 RPM after nose has come up during the 10 foot AGL flare 2 Land at minimum airspeed nose high on the back side a swell 3 Power to idle and stick full aft on touchdown Must avoid submerging the float tips in the next oncoming wave North Texas Seaplanes SES Course Manual 19 May 2013 North Texas Seaplanes SES Course Manual 4 Glassy Water Operations Take off is the same as normal takeoff except 1 Lift right float as take off speed is approached ailerons full left 2 Rotate normally approximately 1 degree and immediately level wings as right float lifts from the water Landing is the same as normal landing except 1 Choose a Last Visual Reference LVR Use 25 deg flaps 2nd notch 2 Reduce power on downwind opposite the LVR 3 Maintain 55 65 MPH on base leg and final 4 Appro
253. water operations is available in other Federal Aviation Administration FAA publications For certification purposes the term seaplane refers to a class of aircraft A pilot requires additional train ing when transitioning to a seaplane Ground and flight training must be received and logged and a pilot must pass a class rating practical test prior to initial opera tions as pilot in command This training requires the use of an authorized flight instructor to conduct such training and attest to the competency of a pilot prior to taking the practical test Because the seaplane rating is part of an existing pilot certificate the practical test is not as extensive as for a new pilot certificate and cov ers only the procedures unique to seaplane operations No separate written test is required for pilots who are adding seaplane to an existing pilot certificate Adding a seaplane rating does not modify the overall limitations and privileges of the pilot certificate For example private pilots with a seaplane rating are not authorized to engage in seaplane operations that would require a commercial certificate Likewise a pilot with a single engine seaplane class rating may not fly multi engine seaplanes without further training However no regulatory distinction is made between flying boats and seaplanes equipped with floats Figure 1 1 SEAPLANE REGULATIONS Because of the nature of seaplane operations certain regulations app
254. wer to pull the seaplane up the ramp and clear of the water This should not be attempted if the winds are high or Approach Ramp from Upwind Side the ramp is too slippery since the seaplane could be blown sideways off the leeward side of the ramp Figure 6 10 Experience and proficiency are necessary for ramping in strong winds In many instances the safest proce dure is to taxi upwind to the ramp and near enough for a helper to attach a line to the floats The seaplane may then be left floating or pushed and pulled into a posi tion where a vehicle can haul it up the ramp SALT WATER Any time the seaplane has been operated in salt water be sure to flush the entire seaplane with plenty of fresh water to minimize corrosion 6 11 A023 x a bm NE a SD 5 491 35 OPERATIONS OPEN SEAS Open sea operations are very risky and should be avoided if possible If an open sea landing cannot be avoided a thorough reconnaissance and evaluation of the conditions must be performed to ensure safety The sea usually heaves in a complicated crisscross pattern of swells of various magnitudes overlaid by whatever chop the wind is producing A relatively smooth spot may be found where the cross swells are less turbulent Both a high and a low reconnaissance are necessary for accurate evaluation of the swell systems winds and surface conditions DEFINITIONS When performing open sea operations it is impor tant to kn
255. whichever side the nose is pointed regardless of wind velocity because the hull does not provide as much keel effect as floats in pro portion to the side area of the seaplane above the waterline To sail directly backward in a flying boat release the controls and let the wind steer Sailing is an essential part of seaplane operation Since each type of seaplane has its own peculiarities practice sailing until thoroughly familiar with that particular type Practice in large bodies of water such as lakes or bays but sufficiently close to a prominent object in order to evaluate performance Before taxiing into a confined area carefully evaluate the effects of the wind and current otherwise the sea plane may be driven into obstructions With a seaplane of average size and power at idle a water current of 5 knots can offset a wind velocity of 25 knots in the opposite direction This means that a 5 knot current will carry the seaplane against a 25 knot wind Differential power can be used to aid steering in multi engine seaplanes PORPOISING Porpoising is a rhythmic pitching motion caused by dynamic instability in forces along the float bottoms while on the step An incorrect planing attitude sets off a cyclic oscillation that steadily increases in amplitude unless the proper pitch attitude is reestablished Figure 4 13 A seaplane travels smoothly across the water on the step only if the floats or hull remain within a moder at
256. wing uses a horizontal com ponent of lift to counter the drift of a crosswind HM Centrifugal 4 Force T F Skidding Force Figure 6 5 A downwind arc is one way to compensate for a crosswind DOWNWIND LANDING Although downwind landings often require signifi cantly more water area there are occasions when they are more convenient or even safer than landing into the wind Sometimes landing upwind would mean a long slow taxi back along the landing path to get to the dock or mooring area If winds are less than 5 knots and there is ample room landing downwind could save taxi time Unless the winds are light a downwind landing is sel dom necessary Before deciding to land downwind the pilot needs a thorough knowledge of the landing char acteristics of the seaplane as well as the environmental factors in the landing area As with a downwind landing in a landplane the main concern for a seaplane is the additional groundspeed added by the wind to the normal approach speed The airspeed of course is the same whether landing upwind or downwind but the wind decreases ground speed in upwind landings and increases groundspeed in downwind landings While a landplane pilot seldom thinks about the additional force placed on the landing gear by a higher groundspeed at touchdown it is a seri ous concern for the seaplane pilot A small increase in water speed translates into greatly i
257. wn position is set by adjusting the cylinder rod end so the over center knuckle brass rollers bottom out in the Nose Fork Tracks without preload on the cylinder rod The gear up position does not require adjusting as long as the Up Stop has engaged the Up Stop Pin Mains With the Retract Arm disconnected from the Rod End move the cylinder to the gear up retracted position using the aircraft pump Then position the gear in the gear up position and hold in place through the top access hole in the float Align the hole in the Rod End Clevis with the hole in the Retract Arm The hole in the clevis should be 1 32 1 16 below the hole in the retract arm This adjustment must be accomplished by adding or removing washers under the rod end lock nut The in and out adjustment of the rod end on the threads is not critical at this time as long as the lock nut is snug against the Rod End Clevis 1002549 12 RevE FLOAT SERVICE MANUAL WIPLINE MODEL 2100 2350 Again using the aircraft pump move the piston rod to the gear down extended position Then position the gear in the gear down position and hold in place through the top access hole in the float Align the hole in the Rod End Clevis with the hole in the Retract Arm Adjust the Rod End Clevis so that the hole in it is 1 32 1 16 above the hole in the retract arm and tighten the lock nut Nose and main gear proximity switches are set by sliding the mounting clips on the cyl
258. y into place Both the lateral and longitudinal lines of a float or hull are designed to achieve a maximum lifting force by Bilge Pump Openings Hand Hole Covers Retractable Water Rudder Mooring Cleat qur g diverting the water and the air downward The forward bottom portion of a float or hull is designed very much like the bottom of a speedboat While speedboats are intended to travel at a fairly constant pitch angle sea planes need to be able to rotate in pitch to vary the wings angle of attack and increase lift for takeoffs and landings The underside of a seaplane float has a sud den break in the longitudinal lines called the step The step provides a means of reducing water drag during takeoff and during high speed taxi At very low speeds the entire length of the floats supports the weight of the seaplane through buoy ancy that is the floats displace a weight of water equal to the weight of the seaplane As speed increases aerodynamic lift begins to support a certain amount of the weight and the rest is supported by hydrodynamic lift the upward force produced by the motion of the floats through the water Speed increases this hydrodynamic lift but water drag increases more quickly To minimize water drag while allowing hydrodynamic lift to do the work of supporting the seaplane on the water the pilot relaxes elevator back pressure allowing the seaplane to assume a pitch atti tude that brings th
259. y part of the takeoff run by creating an allowance for it from the beginning Prior to adding takeoff power use the water rudders to set up a heading somewhat downwind of the aim point The angle will depend on the speed of the wind the higher Airplane Weathervanes to Intended Path During Takeoff Run _Begin Takeoff by Aiming Downwind of the Intended Takeoff Path Figure 4 15 Anticipate weathervaning by leading the aim point setting up a somewhat downwind heading prior to starting the takeoff Choose an aim point that does not move such as a buoy or a point on the far shore 4 13 the wind greater the lead angle Create just enough of a lead angle so that when the water rudders are raised and power is applied the seaplane weathervanes to the desired heading during the time it gains enough speed to make the air rudder and ailerons effective As the seaplane transitions to the plowing attitude the weath ervaning tendency decreases as the fronts of the floats come out of the water adding vertical surface area at the front of the seaplane Use full aileron into the wind as the takeoff run begins and maintain enough aileron to keep the upwind wing from lifting as airspeed builds Figure 4 15 on previous page USING WATER RUDDERS Another technique for maintaining a straight takeoff path involves leaving the water rudders down to assist with steering Using the water rudders provides added directional control until the

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