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SPENCER AIRCAR
AMPHIBIAN
Serial Number #351
N351DP
Operators Manual
August 3, 2014
2
Spencer Aircar N351DP
Table of Contents
N351DP
Spencer Aircar Amphibian S-12-E
Serial Number 351
CONTENTS:
PAGE
GENERAL INFORMATION
DESCRIPTION
ENGINE
FUEL SYSTEM
PROPELLER
LANDING GEAR
ELECTRICAL SYSTEM
FLAP SYSTEM
AIRCRAFT CONTROLS
VACUUM SYSTEM
PITOT and STATIC SYSTEM
AVIONICS
AIRCAR PERFORMANCE
WEIGHT AND BALANCE
OPERATNG LIMITATIONS
POWERPLANT
LIMITATIONS
CRUISE CHARTS
CHECKLISTS
PREFLIGHT, Start, Taxi
LAND OPERATIONS
WATER OPERATIONS
5-6
7-9
10-11
12
13
14-15
16
16
17
17
17-18
19
20
21
22-23
24-26
27-29
30-32
***The information contained in this manual is Specific only to N351DP This
manual is designed to be used in conjunction with the operators manuals for
the individual components of this aircraft.
Spencer Aircar N351DP
3
4
Spencer Aircar N351DP
DESCRIPTION
Spencer Aircar N351DP is a four place amphibious aircraft built entirely from
plans. It is designed to be operated off of both land and water. The aircraft is
constructed of wood, fiberglass, 4130 steel and aluminum. Landing gear is of
a tri-gear design with spring steel suspension. The nose-wheel is steerable.
Each main wheel has an independent hydraulic braking system.
Landing Gear retraction is via a hand crank between the front seats. When
retracted the nose-wheel doubles as a bumper for docking while on water.
The wing is of a high lift airfoil and features fowler type flaps and frieze
ailerons. The tail features a balanced stabilator with anti-servo acting trim tab,
and a conventional rudder with a built in water rudder. The cabin has a
standard door on each side in addition to a bow door to aid in docking. The
engine is a geared, six cylinder, fuel injected Continental Tiara. A threebladed reversible propeller provides excellent climb performance and the
reverse helps ease water operations.
Engine – Continental 6-285-C2
Empty Weight
Gross Weight
Wing Area
Power Loading@ Gross
Wing Loading@ Gross
Wingspan
Length
Height
Fuel Capacity – Main Tank
Fuel Capacity – Wing Tanks
Range 65% Power (w/ 30 min reserve)
Spencer Aircar N351DP
285 HP
2405 lbs.
3400 lbs.
184 Sq Ft.
11.9 lb/HP
18.4 lb/ft
37.5 ft
26.75 ft
11.75 ft
42.5 gal - 36 usable
25 gal each
600 Miles
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6
Spencer Aircar N351DP
ENGINE
The Continental Tiara 6-285-C2 engine is an opposed Six Cylinder
Air-cooled, Overhead Valve, Geared, Fuel Injected Certified aircraft engine.
This engine was original equipment on the Piper Pawnee PA-36 Ag Aircraft.
A unique feature of this engine is the manner in which torsional vibration is
dealt with. The Vibratory Torque Control (VTC) unit is located inside the
engine at the propeller end. At low engine RPM the VTC is “locked up”
Hydrostatically and transfers power to the propeller through a relatively stiff
drive shaft. At a predetermined RPM before torsional vibration can reach any
appreciable magnitude, the VTC unit “unlocks” and causes the propeller to be
driven by a flexible drive shaft. Operation of the VTC is automatic and
requires no maintenance.
Model
Type Certificate Number
Cylinders
Bore (Inches)
Stroke (Inches)
Displacement
Compression Ratio
Propeller Ratio to Crankshaft
Rated Horsepower
Fuel Octane
Oil Sump Capacity
Oil Pressure
Min
Normal
Maximum
Oil Temperature (°F)
Minimum
Normal
Maximum
Cylinder Head Temp (°F)
Minimum
Normal
Maximum
Ignition
Top
Bottom
Firing Order
Timing
Spark Plugs
Engine Dry Weight
6-285-C2
E12C
6 Cylinder – Horizontally Opposed
4.875
3.625
406 Cubic Inches
9.0:1
0.5:1
285
100/130 min
9 qts
30 PSI
40-60 PSI
80 PSI
100
120 – 200
240
240
300-400
460
Bendix 2000 Series Magneto
Electronic Ignition
1-4-5-2-3-6
30° BTDC
Champion RHU-27E
427 Lbs (W/ Accessories)
Spencer Aircar N351DP
7
OIL SYSTEM – The Tiara oil supply is contained within a 9 qt. wet oil sump.
A conventional dipstick is provided to determine oil quantity. The Dipstick is
located inside the small cowl door on the top right side of the cowling. When
the engine is turning the oil is drawn through a screen and pick-up tube where
it passes to the inlet to the engine driven gear-type oil pump. There is a
pressure relief valve incorporated into the oil pump which prevents excessive
oil pressure build-up. After leaving the pump oil passes through the full flow
oil filter and then passed on to the oil cooler. From the oil cooler the oil enters
the engines oil galleries. An oil temperature control valve allows cold oil to
bypass the oil cooler until the oil reaches approximately 170 degrees. Oil
drains, by gravity, back to the oil sump.
IGNITION SYSTEMS – Spencer Aircar N351DP has two independent
ignition systems. The Spark Plugs in the tops of the cylinders are fired by an
engine driven magneto. This unit is self contained and will continue to operate
regardless of ships power. The Spark Plugs in the bottom cylinders are fired
by an “Electro-Air” electronic ignition system. This system is similar to
modern automotive systems that use a ships battery driven computer and coils
to fire the plugs. Features of this system include a hotter, more efficient spark,
variable ignition timing based on RPM and MAP, and a built in start-up spark
retard.
INDUCTION SYSTEM- Spencer Aircar N351DPs induction system consists
of a cleanable K&N air filter with an automatic alternate air system in the
event of filter blockage. The filter should be cleaned and re-oiled every 100
hours. If operated in dusty climates the filter should be cleaned every 25
hours.
FUEL INJECTION- The engines fuel injection system is a multi-nozzle
continuous flow, altitude compensating system which regulates fuel flow to
match engine operating conditions. The engine driven fuel pump is a twostage rotary vane type, altitude compensating pump which has vapor
suppression characteristics for high altitude and low pressure inlet conditions.
Output of the pump is dependant on engine RPM, Manifold pressure, and
throttle position. The mixture control is incorporated in the fuel pump and
operates as follows:
1. In the Idle cut-off position, the mixture control diverts all of the
fuel back to the pump inlet preventing flow to the metering unit.
2. As the mixture control is advanced toward “full rich”, less fuel is
diverted and more fuel is allowed to flow to the metering unit
until at “full rich” the total pump outlet is directed to the
metering unit.
The metering unit is attached to the air throttle and is opened or closed by the
movement of the throttle shaft. When the throttle is closed the metering
restriction is maximum, and as the throttle is opened this restriction decreases.
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Spencer Aircar N351DP
Idle mixture adjustment is accomplished by an adjustment screw which allows
fuel to bypass the metering unit
The manifold valve receives fuel from the metering unit. When the fuel
pressure reaches approximately 3.5 PSI a check valve opens and admits fuel to
six ports in the manifold valve. The manifold valve serves to proportion the
fuel evenly to each injector nozzle, and to provide a clean cutoff of fuel to the
cylinder when the engine is shut down.
*The Tiara Fuel system is automatically altitude compensating. For this
reason the mixture should be in the full rich position for full power
operation, including at high altitude airports.
Spencer Aircar N351DP
9
FUEL SYSTEM
Spencer Aircar N351DPs Fuel system consists of a main fuel tank,
two auxiliary fuel tanks, two fuel pumps to provide fuel to the engine, two fuel
pumps to transfer fuel, a gascolater to filter the fuel, an engine driven fuel
injection system, quantity indicators, and a sump drain.
FUEL TANKS- There are three fuel tanks on the Aircar. All three tanks are
vented through their respective fuel filler caps. The main tank is behind the
passengers seats and has a 42.5 gallon capacity. The filler for this tank is
under the left wing root. This tank should be considered as having a 36
gallon usable capacity as the fuel pickup is at the forward left side of the
tank and becomes uncovered during climbs. Each Wing Sponsoon also
doubles as an auxiliary fuel tank holding 25 gallons of fuel, all of which is
usable. Each sponsoon has its own fuel transfer pump which transfers fuel
into the main tank. The sponsoon fuel tanks DO NOT directly feed the engine.
The auxiliary fuel transfer switches are located on the lower right side of the
instrument panel.
FUEL QUANTITY INDICATORS- The main fuel tank has an electric fuel
gauge mounted on the instrument panel. This instrument is calibrated for
empty. When the needle enters the red range there are 10 gallons left in the
tank. Once the needle indicates zero the tank will be completely empty. In
addition to the gauge, the main tank has a “LOW FUEL” indicator light on the
annuciator panel. This light will illuminate when there are 6 gallons
remaining. It is advisable to land the aircraft immediately once the fuel level
causes the low fuel light to glow continuously. The Sponsoons have a
calibrated direct reading clear strip on the side of them to show the quantity of
fuel remaining. In addition to these indicators the RMI engine monitor has a
fuel totalizer function.
FUEL PUMPS- The Aircraft has two electric fuel pumps designed to keep the
engine running. This is in addition to the two pumps used for transferring fuel
from the auxiliary tanks. These engine “run” pumps include a low pressure
pump designated to provide the necessary head pressure to the high-mounted
engine, and a high pressure boost pump designed for priming and to supply the
engine with full power fuel pressure in the event on an engine driven fuel
pump failure.. The switches for the engine “run pumps” are located on the
overhead console aft of the quadrant.
GASCOLATER- All fuel passes through a Gascolater. The gascolater filters
the fuel by allowing debris and water to sink to the bottom, and through the
use of a fine mesh screen. The gascolater is located in the aft baggage
compartment on the forward side of the firewall. A drain is incorporated into
the bottom of the gascolater to check for fuel impurities. The gascolater
should be drained as part of the regular pre-flight check.
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Spencer Aircar N351DP
FUEL SUMPS- The Aircar has an 8 oz sump at the lowest point of the main
fuel tank. The drain for this sump is on the left side of the aircraft fuselage
just below and forward of the wing strut. Each wing sponsoon has access to its
sump via a tube that extends from the low point of the sponsoon to just inside
the filler cap. Fuel can be drawn from the Sponsoon sump using a syringe
device during pre-flight.
AUXILLARY FUEL TRANSFER SYSTEM- The Aircar fuel transfer
system is designed to allow the pilot to transfer fuel from the AUX Sponsoon
tanks without accidentally overfilling the main tank. There are two wing tank
fuel transfer pump switches on the lower right side of the instrument panel.
When the transfer pumps are turned on they will only transfer fuel if the main
tank is less than 90% full. They will also only transfer fuel UP TO the 90%
full level and then automatically shut down. This is to prevent fuel from
being forced out the main tank air vent. Unless manually restarted, the fuel
transfer will not restart until the main tank fuel is consumed to the “Low Fuel”
Level. Whenever a fuel pump is active a light will illuminate on the annuciator
panel. Flipping the transfer pump switched off, then back on, will reset the
transfer of fuel in the event the pilot wants the main tank to remain “topped
off”. The transfer pumps transfer fuel at approximately 5 gallons every 20
minutes, or 15 gallons per hour each side. This is approximately the same rate
that the engine will burn fuel while at an economy cruise setting. Thus is both
pumps are used simultaneously they will slowly fill the main tank and exceed
the engines fuel needs.
Spencer Aircar N351DP
11
PROPELLER
Propeller Model is: MTV-9-D-C-R(M)/CRLD210-58a
Spencer Aircar N351DP is equipped with a three bladed MTV constant-speed
Reversible propeller. The propeller also features a zero-pitch start-up
function. The propeller is controlled by a dual-acting governor that maintains
either a constant speed condition OR places the propeller into BETA (reverse)
mode. The propeller governor uses oil pressure to decrease pitch. The
propeller has counterweighted blades that default the propeller to course pitch
in the event of loss of oil pressure. The propeller RPM control lever is in the
center position on the overhead console between the throttle lever and the
mixture cut-off lever.
REVERSE- The propeller reverse system is activated electrically and
requires four conditions before the propeller will enter reverse. The Propeller
hub has a centrifugal lock out, if the propeller RPM is too high the propeller
will not reverse. There is also an airspeed switch that will prevent the system
from activation at airspeeds above 45 MPH. The system also has a protected
switch on the instrument panel that arms the system, allowing the small microswitch on the throttle handle to finally activate the reverse system.
The system is designed to be activated at approximately 1500 RPM.
If the system is activated below 1500 RPM the prop will reverse but may not
completely return to forward pitch. To return to forward pitch, reactivate
reverse and increase engine RPM to 1500 before deactivating.
ZERO PITCH STARTUP- To utilize the zero-pitch startup feature, the
propeller must be locked at zero pitch during the previous engine shut-down.
To lock the propeller at zero-pitch; activate the reverse thrust while shutting
down the engine. Then the propeller will remain in zero pitch during start-up
until the reverse thrust is once again activated. The Zero Pitch start-up is
currently disabled
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Spencer Aircar N351DP
LANDING GEAR
The Spencer Aircar Landing gear system consists of a main gear assembly of
two spring gear legs connected together with a rotating aluminum tube, and a
nose gear assembly that retracts upwards into the nose gear well. A chain
driven gear crank located between the front seats moves the landing gear.
Physical locks are provided on both the front and rear landing gear in the down
position, and on the rear gear in the up position. The gear unlock handle is
directly in front of the landing gear crank assembly. The front landing gear
does not lock in the up position but is held in place by the retraction chain
assisted by gravity and the slipstream. There are indicator lights on the
annuciator panel to indicate the gear position and whether the locks are
engaged.
*The landing gear system uses a gear reduction that allows the pilot to move
the heavy gear legs against the slipstream. This mechanical advantage is
also capable of damaging the system. At no point should the gear crank
handle be forced.
*The Landing gear unlock lever should only be activated when the aircraft
is airborne or floating in water. Activating the handle while the gear is
weighted may cause the gear to collapse dropping the aircraft onto its keel.
TO RAISE GEAR- To raise the landing gear pull the unlock gear
handle upwards until the handle latches and remains up. This does not require
excessive force and the handle will be lifted approximately 6”, at which point
the gear is “unlocked” . Rotate the gear crank handle forward briskly for
approximately 19 rotations. The gear will be completely raised when the blue
“Gear Up Water” annuciator light, and the green “Rear Lock” lightsare
illuminated. In addition the gear retraction handle will become difficult to
move further.
TO LOWER GEAR - To lower the landing gear pull the unlock
gear handle upwards until the handle latches and remains up. This does not
require excessive force and the handle will be lifted approximately 6”, at
which point the gear is “unlocked” . Rotate the gear crank handle backward
briskly for approximately 19 rotations. The gear will be completely lowered
when the three green annuciator lights indicate: “Gear Down Land” and the
“Front Lock” and “Rear Lock” lights are illuminated. All three lights must be
illuminated to insure that both the front and rear systems are locked into place.
In addition the gear retraction handle will become difficult to move further.
Spencer Aircar N351DP
13
ELECTRICAL SYSTEM
The Spencer Aircar electrical system consists of an engine driven 80 amp
alternator, B&C linear voltage regulator with built in over-voltage protection,
two 25 amp hour batteries and three independent buss systems. The essential
buss includes only minimal electrical items necessary for safe flight. The
main buss includes most other electrical circuits on the ship, and the “AlwaysOn” buss includes items that are designated to be available without the master
switch being active.
ESSENTIAL BUSS
Ignition Switched
Ignition Coils
Fuel Pump
Boost Pump
Transponder
Landing Light
Turn Coordinator
Annuciator Panel
COM Radio
Trim Servos
NAV Radio
MAP Lights
Engine Monitor
ALWAYS-ON BUSS
E-Buss Feed
NAV Lights
Bilge
AUX Outlet – Un-switched
SPARE
Clock Functions
Cabin Lights
MAIN BUSS
AUX Outlet - Switched
Starter
Alternator Field
Altitude Encoder
Fuel Transfer Pumps
Strobes
Gauges
Electric Heater
Avionics Fan
FLAP System
Pitot Heat
Taxi Light
Propeller
Instrument Lighting
Intercom
GPS
Autopilot
Low Voltage Warning
SYSTEM BASICS- The system is designed to operate on either or both
batteries. This allows the use of the A battery for overnight operations on
water demanding use of the bilge pump or NAV lights, keeping the reserve B
battery available for start-up. The two battery system provides a greater range
in the event of an alternator failure.
NORMAL OPERATION- Under normal operations both master switches,
located on the lower left side of the instrument panel should be operated in the
“BATT” or the “ALT” position. In the “BATT” position each batteries power
becomes available to the aircrafts buss. Once the engine is running, the master
should be switched to the “ALT” position. This allows the alternator to charge
the batteries.
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Spencer Aircar N351DP
ESSENTIAL BUSS OPERATION- The essential buss is designed to be
capable of delivering electricity to the ships essential items through multiple
paths in the event of an electrical failure. There are three separate and
redundant methods to deliver electricity to the essential buss. Either of the two
master switches will independently provide electrons to all of the aircraft
busses. Additionally there is a two-position switch located on the lower side
panel near the water rudder lever. This switch will only feed the ESSENTIAL
BUSS directly through a separate, independently fused line from either
battery. This switch is designed solely for emergency operation of the
essential items in the event of an electrical system failure. DO NOT USE
THE ALTERNATE FEED SWITCH WITHOUT FIRST TURNING THE
MAIN SWITCHES TO THE OFF POSITION.
Spencer Aircar N351DP
15
FLAP SYSTEM
The Aircars Flaps are actuated by an electrical jack-screw motor located in the
baggage compartment on the right side of the aircraft. The flap actuating
switch is located on the main instrument panel just above the right knee.
There is also a needle indicator to show the approximate flap position.
There are two separate and independent circuits to actuate the flaps
with, one automatic and one manual. The pilot can choose between these two
systems using the switch located on the lower side instrument panel near the
water rudder.
AUTOMATIC FLAP OPERATION- When the automatic flap
selector switch is in the up or ON position, the flaps will move to pre-set
angles of Full UP Flaps, 10°, 20°, and 35° ( full down). To activate the flaps
use the flap rocker switch located above the right knee on the main instrument
panel. IN AUTOMATIC FLAP MODE- when the rocker switch is activated
for less than one second the flaps will move to the next “notch”. If the rocker
switch is activated for more than one second, the flaps will move to their full
limit in either direction.
MANUAL FLAP OPERATION- When the automatic flap selector
switch is in the down or MANUAL position the flaps will move only when the
flap rocker switch located above the right knee on the main instrument panel is
activated. This allows an infinite number of positions for the flaps. The flaps
will stop automatically upon reaching their up or down limits.
AIRCRAFT CONTROLS
The Spencer Aircar has dual control sticks and rudders. There are no brakes
on the rudder pedals for the right side pilot/passenger. There is a cable
operated water rudder to aid in maneuvering while in the water. The water
rudder lever is on the lower side instrument panel to the right of the pilots leg.
The control stick and rudder pedals activate their respective flight control
surfaces by a system of cables and pulleys. The tension on these cables is
adjusted by turnbuckles.
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Spencer Aircar N351DP
VACUUM SYSTEM
The Spencer Aircars Artificial Horizon and Directional Gyro are powered by a
vacuum system independent of the electrical system. The system consists of a
Vacuum Pump mounted on the engine, a vacuum regulator located between
the rudder pedals, an air filter located behind the instrument panel and a
vacuum gauge. During operation the engine drives the vacuum pump. The
pump is attached via tubing to an adjustable regulator between the rudder
pedals. Both the Artificial Horizon and Directional Gyro ate directly attached
to the vacuum regulator. Air is drawn through the AI and DG powering the
instruments. The air that is drawn through the instruments is first filtered by a
filter mounted to the back panel. This filter should be changed at each
conditional inspection
PITOT &STATIC SYSTEM
The Spencer Aircars Airspeed, Altimeter and Vertical Speed indicator utilize
the aircrafts Pitot and static systems. The pitot system starts with a heated
pitot tube mounted below the right wing. This tube routes ram air to the
airspeed indicator via tubing. There is a heater incorporated within the pitot
tube itself. This heater is activated electrically to help prevent ice build-up
when icing conditions are possible using the switch on the instrument panel
AVIONICS
The Spencer Aircar is equipped with a Apollo SL-40 communications radio, a
PS Engineering intercom with CD player, a Garmin GTX-327 Transponder
and a Rocky Mountain Instrument Micro Monitor. The following descriptions
are a very brief description of their basic uses. For more detailed information
on how to best take advantage of these diverse avionics, please consult their
individual instruction manuals.
COMM RADIO The Garmin/Apollo SL-40 Communications radio is a basic
flip-flop frequency radio with special features including a one button
emergency channel recall and memory features. Basic operation: To turn the
unit on twist the ON/OFF – VOLUME control located on the left side of the
unit. When on the display will show the active frequency on the left side of
the display and the stand-by frequency on the right side of the display. To
change frequencies use the twin dial on the right side of the unit. The outer
twin dial will change the frequencies to the left of the decimal point, and the
inner twin dial will fine-tune the frequencies to the right of the decimal. Dial
in the desired frequency and press the flip/flop button to change the frequency.
The old frequency will move to the stand-by side and the new frequency will
become active.. To quickly recall the emergency frequency (121.5) press the
“EC” button. This will place the emergency frequency in the standby window,
to access it, simply press the flip-flop button. The radio also features several
Spencer Aircar N351DP
17
memory functions. Please see the radio user guide for access to these extra
features.
INTERCOM/CD PLAYER- The intercom/CD player controls the volume of
the various components of the communications system. Additionally it
provides a CD player for music entertainment, and the intercom features a
pilot isolate function so the passengers can continue their conversations
allowing the pilot to focus on communications with ATC. To toggle the unit
ON/OFF press the volume knob located on the left side of the intercom in.
Once on the overall volume of all radios input into the intercom can be
controlled with the left hand knob. The multi-flip-switch in the center of the
intercom controls how the communications and entertainment is divided
amongst the passengers.
In the “ALL” mode all passengers hear all communications as well as
entertainment.
In the “CREW” mode, the front seat passengers heat ATC
communications and are able to communicate with eachother. They can
additionally hear the CD player. The Backseat passengers are isolated and can
speak to eachother with out disturbing the crew. Additionally, the back seat
passengers can play their own music through the backseat AUX entertainment
jack (1/8” stereo jack)
In the “ISO” mode, the pilot is isolated from all other passengers and
entertainment. The pilot will only be in communications with ATC while the
three passengers will be able to speak with one another and listen to the
entertainment.
**The intercom requires the use of stereo headsets. If any non-stereo
headsets are plugged into the system, they will short the stereo function of
ALL headsets in the aircraft.
*Please see the intercom user guide for access to other features.
TRANSPONDER- The Garmin GTX-327 Transponder is an all solid state
transponder with additional clock and timer functions. The transponder
automatically powers down at each shut-down and needs to be manually
powered up. This is done with the pushbutton array on the left side of the unit.
The Transponder can be started in either “Stand-By”, “ON”, or “ALT” mode
depending on the circumstances. To turn the unit off, simply push and hold
the “OFF” button. Squawk codes are entered by simply pushing the numbered
buttons. Once four buttons are pressed the new squawk code is active. There
is a one button VFR code (1200) on the left upper side of the unit, pressing
this button immediately squawks 1200. The transponder also has three timer
functions accessed on the right side of the unit. These include a “FLIGHT
TIME”, “COUNT UP” and “COUNT DN” timers. These timers work
independently of one another and are operated using the “START” “STOP”
and “RESET” keys respectively. For a more detailed description of the GTX327s operation, please consult the factory manual.
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Spencer Aircar N351DP
AIRCAR PERFORMANCE
WEIGHT AND BALANCE – It is critical to safe flight that the Spencer
Aircar be properly loaded within its weight and balance envelope. The Aircar
will tend towards an aft CG condition when lightly loaded, and tend towards a
fwd CG condition when fully loaded. It is particularly important to properly
calculate the weight and balance when flying near either of these two
extremes. Please refer to the on board weight and balance report for the latest
information on the aircraft.
WEIGHT INFORMATION
CG Datum Location
Empty weight
Gross Weight
Empty Moment
Empty CG Location
CG RANGE
Nose of cabin
2406.75 Lbs.
3400 Lbs.
310736.13
129.11”
124.54” to 119.00”
STATIONS
Front Seats
Rear Seats
Panel
Front Locker
Main Baggage
Aft Baggage
Main Fuel Tank
Wing Float Tanks
Engine Oil Sump
70”
100”
47”
20”
120”
140”
119”
104”
147”
CAPACITIES
Front Seats
Rear seats
Main Fuel Tank
Float Tanks
Engine Oil Sump
Front Locker
Main Baggage
Aft Baggage
200 lbs each
170 lbs each
45 gallons
25 gallons each
9 Quarts
35 lbs
100 lbs
50 lbs
Spencer Aircar N351DP
19
OPERATING INFORMATION & LIMITATIONS
Normal Category – No acrobatic maneuvers permitted including Spins.
Aircraft is not Approved for flight in known icing conditions.
Maximum Gross Weight
Fuel Capacity
Usable Fuel
Rate of Climb (S.L Gross)
Best Glide
Range
Service ceiling
Landing Distance 50’ obstacle
Take Off Distance
Take-off Distance 50’ obstacle
3400 LBS
92.5 gallons
86.5 gallons
1000 fpm
85 MPH
600 miles
18000 ft
1000 ft
770 ft
1200 ft
Vs
Vso
Va
Vf
Vlg
Vne
Vx
Vy
71 MPH Indicated
61 MPH Indicated
140 MPH
100 MPH
120 MPH
180 MPH
79 MPH
87 MPH
Stall
Stall Landing config
maneuvering
flap
landing gear
design limit
Best angle climb
Best Rate climb
Cruise – 65% Power
Cruise – 75% Power
126 MPH Indicated
134 MPH Indicated
* Indicated airspeeds are generally 5 MPH above calibrated MPH
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Spencer Aircar N351DP
ENGINE OPERATION & LIMITS
Continental 6-285-C2 “TIARA”
Rated Take-Off Horsepower
Rated continuous Horsepower
Idle Speed
Fuel Octane
Oil Sump Capacity
Oil Pressure
Min
Normal
Maximum
Oil Temperature (°F)
Minimum
Normal
Maximum
Cylinder Head Temp (°F)
Minimum
Normal
Maximum
Manifold Pressure
Fuel Pressure (metered)
Maximum
Minimum
285 @ 4000 RPM
285 @ 4000 RPM
1000 RPM
100/130 min
9 qts.
30 PSI
40-60 PSI
80 PSI
100
150 – 200
240
240
300-400
460
28.2 MAX
21.0 @4000 RPM
3.5 @ 1000 RPM
Spencer Aircar N351DP
21
TAKE OFF & CLIMB FUEL FLOW CHART
MAP- " Hg
28.4
27.0
26.0
25.0
24.0
23.0
22.0
21.0
Horsepower
285
275
264
253
243
233
222
212
Fuel Flow
gal/hr
25.83
24.67
23.33
22
21
20
19
18.16
85% Power – 242 HP
(3800 RPM)
21 GPH
Manifold Pressure required @ Ambient
Temperature
Pressure
Altitude
Feet
-20°F
0°F
+20°F
+40°F
+60°F
+80°F
6000
5000
4000
3000
23.4
23.5
23.7
23.7
23.9
24.1
24.2
24.4
24.6
24.8
25.1
25.5
2000
1000
0
23.9
24.1
24.3
24.3
24.5
24.7
24.6
24.8
25.0
25.0
25.2
25.4
25.3
25.5
25.7
25.7
25.9
26.1
75% Power – 213 HP
Pressure
Altitude
Feet
8000
7000
6000
5000
4000
3000
2000
1000
0
22
+100°F
26.0
26.2
26.4
(3600 RPM)
18 GPH
Manifold Pressure required @ Ambient
Temperature
-20°F
0°F
+20°F
+40°F
+60°F
+80°F
+100°F
21.6
21.7
21.9
22.1
22.2
22.4
22.6
22.7
21.9
22.1
22.2
22.4
22.5
22.7
22.9
23.1
22.4
22.5
22.7
22.9
23.0
23.2
23.4
22.7
22.9
23.0
23.2
23.3
23.5
23.7
23.0
23.2
23.3
23.5
23.7
23.8
24.0
23.5
23.7
23.8
24.0
24.2
24.3
23.8
24.0
24.1
24.3
24.5
24.7
Spencer Aircar N351DP
65% POWER – 185 HP
(3400 RPM)
Manifold Pressure required @
Pressure
Ambient Temperature
Altitude
Feet
20°F 0°F +20°F +40°F +60°F
9000
8000
20.3 20.6 20.9
21.2
7000
20.4 20.7 21.0
21.3
21.6
6000
20.5 20.8 21.2
21.5
21.8
5000
20.7 21.0 21.3
21.6
21.9
4000
20.8 21.1 21.4
21.7
22.0
3000
20.9 21.3 21.6
21.9
22.2
2000
21.1 21.4 21.7
22.0
22.3
1000
21.2 21.5 21.9
22.2
22.5
0
21.4 21.7 22.0
22.3
22.6
Spencer Aircar N351DP
15.5 GPH
+80°F
+100°F
21.9
22.1
22.2
22.3
22.5
22.6
22.8
22.9
22.4
22.5
22.6
22.8
22.9
23.1
23.2
23
CHECKLISTS
PRE-FLIGHT
ARROW
Pilots License
windows
Fuel Caps
Fuel Quantity
Cowl Plugs
Pitot Cover
control locks
masters
avionics
fuel gauge
Gear Indicators
flaps
turn coordinator
pitot heat
lights
Flaps
masters
24
check
On Board
check clean
Secure
Logged in
Remove
Remove
Remove
both on
verify off
check indication
Check Indication
down
check no flag
check
check
UP
both off
Spencer Aircar N351DP
LAND OPERATIONS
ENGINE START
Seat belts
Brakes
Masters
Avionics
Engine Monitor
Throttle
Prop
Mixture
Bottom Ignition
Fuel Pump
“Clear prop”
Top Ignition
Boost Pump
Throttle
Engine
Starter
Masters
Avionics
strobes
Secure
Check pressure
BATT Position
VERIFY OFF
Silent & ON
Cracked Open
Low Pitch/High RPM
Full Rich
ON
ON
Call
ON + START
Until 6 lbs pressure then off
1000 rpm
Check Monitor-Oil Pressure
Confirm Off
ALT Position
On
on
Spencer Aircar N351DP
25
CHECKLISTS
HOT ENGINE START
*Use Caution Be Aware of potential for over-rev if
starting with propeller in neutral pitch
Seat belts
Secure
Brakes
Check pressure
Masters
BATT Position
Avionics
VERIFY OFF
Engine Monitor
Silent & ON
Throttle
Cracked Open
Prop
Low Pitch/High RPM
Mixture
Full Rich
Bottom Ignition
ON
Fuel Pump
ON
Boost Pump
ON until 6 lbs of pressure then off
“Clear prop”
Call
Top Ignition
ON + START
Throttle
Slowly advance as starter is
engaged
Engine
Check Monitor-Oil Pressure
Starter
Confirm Off
Masters
ALT Position
Avionics
On
strobes
on
COLD ENGINE START
26
Spencer Aircar N351DP
LAND OPERATIONS
RUNUP
nose
brakes
controls
Fuel selector
Instruments
transponder
Gear Indicators
avionics
mixture
throttle
oil pressure/temp
vacuum
Top Ignition
Bottom Ignition:
straight
check
free and correct
ON
check and Set
mode C
Check Indication
set as required
Full Rich
2700 rpm
check
check
Check
Check
(Tachometer reads on bottom ignition only)
Propeller
idle
Cycle Pitch
check
Spencer Aircar N351DP
27
LAND OPERATIONS
TAKE-OFF
mixture
flaps
trim
altimeter
Water Rudder
Seat belts/Cabin
Doors/Bow door
take-off briefing
as required
as required
for t/o
set
Confirm Up
secure
Latched
complete
Engine Monitor
DG
timer
engine rpm
airspeed
Flaps
GEAR
Silence button OUT - No Alarms
verify runway heading
Start
verify full power
alive
UP at pattern Altitude
UP (crank forward) at altitude
CRUISE
Flight Plan
Gear
Flaps
Prop
Mixture
FUEL
Open
Confirm UP/Lock
Confirm Up
as required
Lean as required
Transfer as necessary
28
Spencer Aircar N351DP
LAND OPERATIONS
LANDING ON LAND
Landing Gear
FUEL
Landing light
Brakes
Flaps
Mixture
Propeller
Landing Gear
Down & Locked
Pump and valve On
on
check pressure
as required
Full Rich
High RPM
Confirm Locked Down
POST-LANDING
flaps
transponder
landing light
strobes
time
up
standby
off
off
note
POST-FLIGHT/Shutdown
avionics
ignition
mixture
Ignition
masters
All Switches
all lights
hobbs
flight plan
off
ground check
Idle cut-off
Top & Bottom OFF
Both Off
Off
verify off
record
close
Spencer Aircar N351DP
29
WATER OPERATIONS
WATER TAXI
Landing Gear
Reverse
Water Rudder
Anchor and lines
Bow Door
Bilge Pump
UP
ARMED
Down
Secured
Shut and latched
Auto
WATER RUNUP
nose
controls
fuel selector
Instruments
avionics
Prop
mixture
throttle
oil pressure/temp
vacuum
Top Ignition
Bottom Ignition :
Prop Reverse
straight
free and correct
ON
check
set as required
High RPM
Full Rich
RPM as reasonable
check
check
Check
Check
Off
30
Spencer Aircar N351DP
WATER OPERATIONS (cont’d)
WATER TAKE-OFF
Landing Gear
mixture
flaps
trim
take-off briefing
seat belts
doors
transponder
timer
Engine Monitor
Water Rudder
CONFIRM UP
as required
as required - 20° Recommended
for t/o
complete
secure
Latched
mode C
Start
Silence button OUT - No Alarms
UP
engine rpm
airspeed
Flaps
verify full power
alive
UP at Altitude
CRUISE
Flight Plan
Gear
Flaps
Mixture
FUEL
Open
Confirm UP/Lock
Confirm Up
Lean above 3000’
Transfer as necessary
Spencer Aircar N351DP
31
WATER OPERATIONS (cont’d)
WATER LANDING
Mixture
Propeller
Landing Gear
FUEL
Water Rudder
flaps
Landing Gear
Rich
High RPM
UP & Locked
Pump and Valve = On
Confirm Up
as required
UP & Locked – Say It!
WATER POST-LANDING
flaps
Water Rudder
transponder
landing light
strobes
time
Bilge Pump
up
Down
standby
off
off
note
AUTO
POST-FLIGHT/Shutdown
avionics
Propeller
mixture
Ignition
masters
Switches
Bilge Pump
hobbs
flight plan
off
Armed then REVERSE
Idle cut-off
Top & Bottom OFF
off
Off
AUTO
record
close
32
Spencer Aircar N351DP