“Come aboard the rugged Otter for a re-supply run to Ignace Air’s camps on  Metionga Lake and then to Hilltop Lake

















“There we go!”


Exterior inspection:

Starting at the cockpit door, port side, make the following checks:

Cockpit and servicing points. Ignition and Master switches off. Fuel filler caps, oil tank access panel and hydraulic reservoir caps secured.

Floats. Drain the compartments and check for damage.

Power plant section. Check the propeller blades for nicks, governor unit for oil leaks. Cowls and fairings for damage and security. Carburetor and oil cooler intakes clear. Exhaust augmentor tubes for condition.

Starboard wing. All hinges clear. Aileron trim tab neutral. Wing tip and navigation light assembly for dents or damage.

Starboard fuselage side. Check fuselage side for dents or wrinkles. Underside for fuel leaks. Cabin access ladder stowed and secure. Cabin entrance door closed. Wing and fuselage aerials, lied-ins and loop housing for damage.

Empennage. Check all hinges clear. Access panels secure. Tailplane incidence and rudder trim tab neutral. Control surfaces for wrinkles, dents and damage. Lower rudder hinge assembly (brackets, bolt and control rod) for condition. Servo-tabs for operation. Navigation light assembly for damage.

Port fuselage side. Check fuselage side for damage or wrinkles. Underside for fuel leaks. Hand fire-extinguisher in rear cargo door secure. Cargo doors closed. Wing and fuselage aerials and lead-ins for damage.

Port wing. Check all hinges clear. Aileron trim tab neutral. Wing tip and navigation light assembly for damage. Landing light assembly for damage. Pitot head removed.


Before starting the engine:

Fire guard posted and propeller area clear.

Throttle - ¼ inch to ½ inch open.

Hydromatic propeller - FULL INCREASE RPM.

Mixture control - FULL RICH.

Carburetor hot air control - COLD .

Ignition switch – OFF.

Have ground crew turn propeller over four revolutions to check for hydraulic lock. If ground crew is not available, check by starting the engine with ignition switch OFF through as least six blades and watch for tendency to stall during propeller rotation. If an hydraulic lock is suspected, do not attempt to clear by rocking the propeller eight manually or through the starter. Have the lower cylinders drained by removal of spark plugs.


Starting engine:

Propeller area – clear.

Battery master switch – ON.

Booster pump – ON.

Prime cylinders; four or five strokes of the primer for a cold engine; zero to three strokes for a warm engine. Pull slowly to full charge; push rapidly to atomize the fuel.

Booster pump – OFF.

After priming make sure primer valve has been shut-off completely, or booster pump will inject raw fuel into cylinders.

Ignition switch – BOTH.

Energize starter with starter switch held to STARTER position until starter whine ceases to rise in pitch. Release switch. Simultaneously; hold clutch engagement switch to CLUTCH position, Ignition Booster switch to BOOST COIL until engine is firing evenly. As soon as engine fires, throttle back to about 500 to 800 rpm. Do not use throttle to catch a ‘dying’ engine.

If oil pressure does not register on gage within 30 seconds stop engine and investigate.


Engine warm-up:

Start warm-up at 1000 rpm.

After oil temperature has reached 40 degrees Celsius (100 dgr. F) adjust to smoothest engine speed between 1200 to 1400 rpm. Mixture control FULL RICH.

Hydromatic propeller – Leave at FULL INCREASE RPM.

Note never rush engine warm-up.



Adjust throttle, mixture and propeller friction controls to prevent creep.

Open throttle smoothly to take-off power of 2250 rpm. With 35 inches Hg. manifold pressure.

Counteract any tendency of aircraft to swing (usually to the left).         

Allow airplane to fly itself off the water at approximately 55  mph IAS.

Reduce throttle (by approximately 2 inches Hg.) and rpm (approximately 50 rpm) when a save speed and height have been attained.

Caution; - Never take-off with Lean Mixture.

Take-off with Carburetor Heat only under severe carburetor icing conditions.

There is no tendency of the properly loaded seaplane to porpoise, even in rough water. Note any tendency of the seaplane to porpoise on take-off is an indication that the airplane is loaded an appreciable amount aft of the rear CG limit. 




Photo 5

The Otter’s cavernous interior been filled with groceries, fuel and propane tanks. The Otter and Beaver are used to service Brad and Karen theirs fly-in outpost camps located on various northern lakes for many, many years, testifying to the rugged nature of the Otter and Beaver.



Photo 6

Muscular shape of the Otter!































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