FLIGHT TEST LOCKWOOD AIRCAM AMAZING, ASTOUNDING, AMPHIBIOUS AIRCAM!

nyone watching would’ve to hit the boat with the floats! For those of you that missed the thought we were filming the The idea for this flight test can be flight test of the original AirCam An over-powered, open-cockpit amphibian – Alatest Bond movie. Pounding traced back to 2008 when, having (see Today’s Pilot July 08) I can only across Florida’s Lake Jackson was greatly enjoyed flying the unique repeat that it is a truly remarkable has Dave Unwin finally found his perfect flying machine? a powerful speedboat, with a large, AirCam I’d told designer Phillip machine. It was specifically designed twin-engine amphibious in Lockwood that “it was a shame it as a camera ship for the National hot pursuit. Was Daniel Craig about to wasn’t amphibious”. “But it is,” he’d Geographic Society, which needed leap from the floats to the boat? No, it replied, “the next time you’re in town something that could safely fly ‘low was only Dave Unwin, trying hard not you must fly the amphib.” ‘n’ slow’ over very inhospitable

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which provide access to various Left The electrically control runs, while a segment of the actuated flaps extend up to 40°, centre section is covered with Perspex. and are broad span Conversely, the engines (which are with a narrow chord. usually fairly easy to get to on most ) are mounted quite high up. The fin and rudder are enormous, as is the wire-braced mid-mounted tailplane. There are also bracing wires from the rear struts to the sides of the empennage, just in front of the fin. These help keep the connection between the wing and fuselage rigid. All the control surfaces are fabric covered, and the elevator trim tab is actuated electrically. There is no rudder trim, which is unusual for a Far Left The Murphy twin-engined aircraft. However, as the amphibious floats engines are mounted on the centre carry two large and two small wheels, section the thrust line is very close to which retract the fuselage centreline. hydraulically. A step on the right side provides access to the front cockpit, which Left The fin really is a fair way off the ground. and rudder are Once you’re up there, getting in is enormous, as is the wire-braced mid- quite easy, as the sills are low. The mounted tailplane. seats are adjustable over a good range, but this must be done before you sit down. Behind the back seat is a big baggage bay, which can also take an auxiliary fuel tank. This doubles the fuel capacity for ferry flights. On the test aircraft the bay was left up (as the sills barely come up to amphibious floats, and how to operate uncovered, as this not only reduces your hips it’s nice to feel that you’re them. He explained that after take Above Taxying on the terrain. To meet the requirements, a thorough pre-flight inspection, sheets, while the wing’s spars and the empty weight but facilitates the strapped in tight), Phil pointed out off and at a sensible height, I was to Below It is just as ground is by using Phil Lockwood created a lightweight, and I began to study the machine ribs are also aluminium. The centre carriage of bulky items. Lockable the major differences between this extend the telescopic lever attached manoeuvrable on the a combination of twin-engine aircraft. closely. It is fair to say that – with section is skinned with aluminium, aluminium doors are an option. AirCam and the previous one I’d to the hydraulic pump, move the water as in the air or differential braking on the ground. and differential As the primary mission was aerial the exception of the floats, spreader while the remainder of the wing With my four-point harness cinched flown. Obviously the main one is the undercarriage selector to ‘Up’ and thrust and is very photography, the tandem seats are set bar and associated ancillaries – this is covered with fabric. The centre straightforward. in an open cockpit well forward of the section carries the two 100hp Rotax All Duncan Cubitt large parasol wing. It is also the most “You really must 912S engines, which are located very over-powered aircraft I’ve ever flown, close to the fuselage centreline. and is probably the only GA type ever fly the amphibian” Each has its own dedicated 53 litre made that can take off at MAUW on fuel tank, and there is neither cross one engine. I simply couldn’t wait to amphibious AirCam is essentially the feed or shut-off selectors fitted. The get it up in the air – and out on the same as the land-based version. electrically actuated flaps extend up water! However, we all know that The fuselage is a monocoque to 40°, and are broad span with a before going flying you must perform structure made from aluminium narrow chord. The Murphy amphibious floats carry two large and two small wheels, which retract hydraulically. The mainwheels are fitted with toe-operated hydraulic disc brakes, while the small nose wheels castor. The floats are designed to take easily fitted down-locks (for when the aircraft is left out overnight and the hydraulic pressure drops) and has a relief valve (for when it’s standing in the hot sun and the pressure rises). The spreader bar appeared extremely robust, and all the fixtures and fittings are thoroughly corrosion-proofed. It takes about three hours to convert it back to a landplane. Right The spreader Another facet that I particularly bar is extremely approved of is how accessible robust, and all the fixtures and fittings most things are for inspection and are thoroughly maintenance. The fabric covering corrosion-proofed. incorporates several zippered panels,

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the nose wheels castor, but by using a combination of differential braking and differential thrust, I found taxying to be very straightforward. The toe- operated hydraulic brakes are powerful and progressive – and this often isn’t the case with amphibious aircraft. With such simple systems the pre-take off checks are only notable for their brevity, and the same is true of the take-off roll. By the time the throttles hit the stops the AirCam was airborne, and I was hauling back on the stick to try to hold the Vy of 60kts while noticing that the needle of the VSI was pegged at 2,000ft/min. In fact, the deck angle was so steep that I actually wondered about the ability of the fuel and oil pumps to cope, as the systems aren’t inverted. It was also interesting to these are essentially the same as the note that I had to pull the power right wheeled version. Some of the other back once I’d levelled off, such is the that I’ve flown, such as the surplus of thrust. Indeed, despite Piper Cub and Cessna 172, fly distinctly all the drag created by the floats it differently once all the extra weight still has more than enough power to and drag of a pair of floats is hung exceed Vne in level flight. underneath. However, the AirCam is Having levelled out at several so overpowered that you don’t even thousand feet I began retracting notice. Control around all three axes the undercarriage. This was quite is extremely good. The ailerons are interesting to watch, as the nose authoritative, the elevator efficacious Below The centre wheels pivot forward through 90°, and the rudder powerful. Control section carries two then retract backwards into the floats. harmony is good, and although stick 100hp Rotax 912S engines. Note that With the AirCam ‘cleaned up’ I began forces are agreeably light at low they are located to assess the control and stability speeds, they get increasingly heavy in very close to the characteristics. As I’d anticipated, proportion to an increase in speed. fuselage centreline.

Above The tandem then raise the wheels by working the with the tachometers to the right and perfect. I think the flap switch should seats are set in an hand pump. The maximum pressure is a large hydraulic pressure gauge below be flap shaped, and it wouldn’t hurt open cockpit well 150psi, and as I am renowned for my the altimeter. Lower down in the to colour code the primer, fuel pumps forward of the large parasol wing. laziness, I couldn’t help but think this panel than I like are the two columns and magnetos either. The design all sounded a little too much like hard of three engine gauges (one for each logic for the mag switches is equally work. However, I couldn’t fault the motor). These show oil temperatures curious, as they are arranged L, L, R, design logic. Robust, lightweight and pressures, and cylinder head R. Personally, I’d prefer each engine’s and elegantly simple – it is exactly temperatures. As well as being magneto switches to be arranged in the sort of arrangement a mounted quite low down these gauges pairs, and also guarded. should have. Indeed, and as with The front stick falls nicely to hand, the rest of the machine, it’s a well as do the throttles, which are mounted thought-out system. “I really was in a box bolted to the left cockpit Apart from the hydraulics, the having a blast” sidewall. However, I still think it would layout of the various controls be beneficial if the stick could also be and instruments is essentially the are also rather small, so I’d prefer each easily removed. same (although I suspect each column be topped by a red ‘master With Phil in the back riding shotgun AirCam cockpit has its own design warning’ light. This is an option. All we were ready to go, so I eased the idiosyncrasies). the engine switches are on the left throttles open and set off on the short Below Left The On this one the flight instruments cockpit sill, with the light switches taxi to 36. While climbing up to the fabric covering incorporates several simply consist of a VSI, ASI and on the right. Also on the left are two cockpit I’d joked to Phil that it was zippered panels, altimeter in the centre, with the small toggle switches that control so high that perhaps we ought to be which provide compass on the glareshield. On the the electric flaps and trim. All these roped together. Now, as we trundled access to various left is the trim position indicator, switches are identical (grey rubber- along I really became aware of how control runs. voltmeter and two-pointer fuel gauge, covered toggles), which is far from elevated I was. As mentioned earlier Middle Right The toe-operated hydraulic brakes are powerful and progressive.

Far Right A segment of the centre section is covered with Perspex.

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The flight Not only is it unnecessary, but the necessary. Unlike some other pusher- instruments are in high thrust line does produce a nose- type amphibs that I’ve flown, the LOCKWOOD AIRCAM the centre, with down pitching moment if too much engine temperatures stayed in the the compass on power is used. green the whole time, even on the  DIMENSIONS the glareshield. On LENGTH 8.53m 28ft 0in the left is the trim Having satisfied myself that the water – a significant advantage of position indicator, addition of floats had not adversely using liquid-cooled motors. HEIGHT 3.96m 13ft 0in voltmeter and affected the AirCam’s control or To be honest, Gentle Reader, I really WING SPAN 10.9m 36ft 0in two-pointer fuel stability I descended towards Lake was having a blast. Water flying is gauge, with the Istapoka for a series of ‘splash ‘n’ one of my favourite activities, while WING AREA 19.04m2 205sq ft tachometers to the dashes’. Water work was what I had I’ve always had a penchant for over-  WEIGHTS AND LOADINGS right and a large hydraulic pressure really been looking forward to and – powered aircraft and those fitted EMPTY WEIGHT 680kg 1,500lb gauge below the as I’d expected – this was just great with an open cockpit. Therefore, as MAX AUW 952kg 2,100lb altimeter. sport. Phil very kindly let me indulge you can readily appreciate, an over- myself by performing considerably powered open-cockpit amphibian is USEFUL LOAD 272kg 600lb more than I needed too. As the length definitely my sort of machine. WING LOADING 50kg/m2 10.24lb/sq ft of the landing run is not an issue here Eventually a Lockwood CT carrying POWER LOADING 6.38kg/kW 10.5lb/hp FUEL CAPACITY 106 lit 23.3 Imp gal “Flying in formation with the speedboat  PERFORMANCE really was tremendous sport” VNE 96kts 178km/h CRUISE 80kts 148km/h (the lake is huge) he recommended photographer Duncan Cubitt and carrying a fair bit of power and simply flown by John Hurst arrived on the STALL 33kts 61km/h ‘rounding out’ just above the water. scene, and I got back to work. The CLIMB RATE 2,000ft/min 10m/sec All I had to do then was maintain a AirCam is one of my favourite aircraft S.E. SERVICE CEILING 10,000ft 3,000m steady, slightly nose-up attitude and to fly formation in. The visibility is  ENGINES just let the AirCam alight when it was great, the controls are extremely ready. I performed about a dozen responsive, and as well as having 2 x Rotax 912S liquid-cooled flat-fours, producing 100hp ‘splash ‘n’ dashes’ and each one was lots of surplus power when the (74.57kW) each at 5,800rpm tremendous fun. photographer wants you to speed up,  PROPELLERS I also examined the water handling there is a phenomenal amount of drag Warp Drive composite three-blade fixed pitch characteristics, and discovered that it available if you need to slow down. is just as manoeuvrable on the water With the pictures ‘in the can’ John and  MANUFACTURER as in the air or on the ground. I noted Duncan returned to Sebring, leaving Lockwood Aircraft Corporation, Sebring, during the pre-flight inspection that Phil and I to continue playing about Florida 33870, USA the floats aren’t fitted with water on the lake….er I mean thoroughly Tel: 001 863 655 4242 Fax: 001 863 655 6225 rudders, but with so much differential examining its performance and Email: [email protected] Web: www.lockwoodaircraft.com thrust available they really aren’t handling characteristics.

At higher speeds there almost no ‘up’ to explore the stall characteristics a very lazy and unhurried affair, while It’s just so much adverse yaw, as the fin is enormous. in the ‘’ configuration. conversely, recovery is both effective fun to bumble However, slow flight does require some I then slowly reduced power while and immediate – all you have to do is along at 500ft rudder to keep the turns co-ordinated. maintaining a slightly nose-high increase power. in twin-engine As for stability – well, it is not only attitude. As the airspeed decreased The AirCam has such a low wing safety. positive about all three axes, but I I felt a small amount of pre-stall loading and such a high power-to- suspect that it is possibly more stable buffet through the stick, then the weight ratio that it instantly starts than the wheeled version, as the sink rate began to increase. If held flying again. In fact, it has so much addition of floats must lower the CG. into the stall it reluctantly dropped power that an interesting caveat to Now for a look at the stall – I partly a wing, due to the combination of bear in mind is that you mustn’t add a lowered the flaps but left the wheels precession and P-factor. However, it is great handful of power as you recover.

The lever which works the hydraulic pump is to the right of the front seat. It is telescopic, for mechanical advantage.

Far Right Behind the back seat is a big baggage bay, which can also take an auxiliary fuel tank. On the test aircraft the bay was left uncovered, although lockable aluminium doors are an option.

Far Right The undercarriage selector knob is below the front seat.

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Control around drag. Therefore it is imperative Jackson (so he could examine the all three axes is that the airspeed is watched very cockpit from the perspective of a extremely good. carefully, as in the flare it bleeds professional photographer and energy extremely quickly. With all the shoot some photos) I drove down to above in mind I left the flaps up and the lake. some power ‘on’. Consequently the Here, Phil’s son Ian gamely landing was perfectly straightforward piggybacked Dunc to the shore, and – and possibly even easier than the then in a feat of Herculean strength taildragger version. However, it is conveyed me out to the AirCam. important to remember that your Then commenced some of the most eyes will still be a fair way above the interesting and exciting flying I’ve runway when the wheels touch. ever done. With Jeremy steering, Back at the hangar, Duncan Ian acting as lookout and Duncan pronounced himself well pleased with snapping like a ’gator on speed, Phil the air-to-airs, while I was confident and I chased the speedboat across machine that I simply had to do some Above All the engine that I had more than enough data to the placid waters of Lake Jackson. I more ‘splash ‘n’ dashes’. Eventually, switches are on the write a thorough flight test report. sincerely wish I were a suitably skilled the light began to fade, and as the left cockpit sill, with the light switches on As this had been a ‘Dawn Patrol’ it writer to be able to convey just how sun sank slowly into the west we the right. Also on looked like we were done for the day, much fun this was. Formating on the hurried back to Sebring, landing just the left are two small but with a grin Phil suggested we speedboat was tremendous sport after sunset. Now, regular readers toggle switches that return that afternoon, as he had a and we took turns to manoeuvre the will be aware that I like to fly, and I control the electric surprise for us. This we subsequently AirCam around the boat as it surged fly a lot. However, that day’s flying flaps and trim. All did, and he announced that – if across the lake. Eventually Duncan with the amphibious AirCam definitely these switches are identical, grey rubber- we were game – he’d arranged for ‘kissed us off’, and I broke up and ranks as one of the best I’ve ever covered toggles, Jeremy to drive his speedboat, so away. Now, you might think that as had. Nevertheless, there’s still one which is not ideal. Duncan could shoot some water-to- I’d been up before dawn that I’d be corner of the envelope that I’ve yet airs. Never having done this before about ready for a beer – and usually to experience, and I really need to both Duncan and I were excited, so I would be. However, the amphibious before I can complete my report. I while Phil flew Dunc over to Lake AirCam is just such a wonderful simply must fly an AirCam on skis! ❚

Phil also demonstrated yet another performance. Unsurprisingly, it are very low and easily manageable. corner of the envelope that is unique hadn’t. The surplus power meant It definitely doesn’t need rudder trim. to the AirCam, when he carried out that the climb rate was still more I could have cheerfully stayed out a water take-off with one engine on the lake until the fuel ran low, shut down. This was absolutely but Phil has a busy business to run. amazing, and if there’s another “The Aircam is Eventually (and very reluctantly on twin-engine amphib that can do this definitely my type my part) we cruised back towards Below As you’d then I’d love to know what it is. As Sebring. As you’d imagine, the large imagine, the large we climbed away on one engine this of flying machine!” parasol wing, numerous struts and parasol wing, big gave me the ideal opportunity to wires and big amphibious floats amphibious floats and numerous struts ascertain whether the addition of than adequate, while because ensure that for all the things that and wires all create floats had significantly degraded the the engines are very close to the the AirCam is good at, the one a fair bit of drag. AirCam’s remarkable single-engine centreline, the rudder pedal forces thing it isn’t is fast – even on 200hp. However, what I wrote about the wheeled version also applies here… “the AirCam is the type of vehicle in which the journey is at least as important as the destination. It is much more fun to bumble along at 500ft in twin-engine safety while taking in the view.” Indeed, the amphib is even safer, because should you need to land then every decent sized body of water is a potential runway. Lowering the wheels takes a while, so I ensured that they were pumped right down before joining the circuit. Phil recommended landing without any flap at all, as with the wheels lowered there is so much drag that you end up carrying quite a lot of power into the flare. With the engines at idle the two fixed pitch props create a considerable amount of drag, while the AirCam’s basic design and relatively light weight means it has low inertia but high

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