*********************************************************************
Gotha G - I Grossfugzeug - Helmsman's Handling Notes
*********************************************************************
SUMMARY.
If you follow these handling notes you will be able to replicate about 90% of realistic Gotha operating procedures and will obtain the real world performance and payload range curves. Do not use for real world flight :->
The two 172hp Mercedes D.III engines are normally aspirated and carburetted.
Maximum fuel load is 194 US gallons but only 149 US gallons are loaded by default to allow bombs to be carried. After consultation with the navigator, (who is the aircraft captain), adjust gross weight, fuel and payload using the weight and balance schedule of aircraft.cfg.
There is no steering or braking. Use asymmetric thrust and rudder.
ACHTUNG! - This aircraft is trimmed using the throttle controls
The aircaft is rigged to be stable in all axes and will cruise climb hands off if full throttle is applied. It will self right to fly hands off at any throttle setting until a very low fuel state is reached. There are no fuel contents gauges so flight plan with care.
*****************************
Take Off:
Line up INTO WIND
MIXTURE - FULL RICH
Slowly apply FULL THROTTLE
Maintain course with RUDDER
Do not rotate
Aircraft will take off on its own after a short ground roll
******************************
Climb:
FULL THROTTLE
MIXTURE - FULL RICH unless engine runs rough
Do NOT apply pressure to helm
Allow aircraft rigging to self trim for cruise climb
Airspeed will decrease slowly as fuel burns off
Flight plan 23 USG per hour
*****************************
Expedited climb:
and
Climb above Service Ceiling:
FULL THROTTLE
MIXTURE - FULL RICH unless engine runs rough
Apply back pressure to the helm
****************************
Cruise:
When above anticipated anti aircraft engagement envelope
REDUCE THROTTLE
until altimeter is steady
MIXTURE - LEAN for MAXIMUM RPM
REDUCE THROTTLE
until altimeter is steady
Flight plan 16 USG per hour
****************************
Maximum Cruise:
FULL THROTTLE continuous cruise is authorised subject to the following;
ABOVE 1000 metres
MIXTURE - LEAN for MAXIMUM RPM
Forward pressure must be applied to the helm at all times
Flight plan 30 USG per hour at 1000 metres reducing to 20 USG per hour at Ceiling
****************************
Descent:
MIXTURE - FULL RICH
REDUCE THROTTLE
until aircraft settles at required rate of descent
Allow aircraft to self trim for current weight
Flight Plan 8 USG per hour
*****************************
Expedited Descent:
CLOSE THROTTLE
Apply forward pressure on helm
until aircraft settles at required rate of descent
ACHTUNG! - Avoid structural failure at 150 Kph
****************************
Approach:
At all times it is advantageous to plan a straight in approach exactly into wind
At very light weights it may be necessary to APPLY FORWARD PRESSURE TO THE HELM throughout the approach
AIRSPEED - as required
ACHTUNG! - Avoid stall at 72 Kph
****************************
Landing:
THROTTLE - as required
LAND ON MAINWHEELS with continuous forward pressure on the helm
AIRSPEED always => 80 Kph
In a perfect landing the fuselage will be level with the surface at touchdown (AoA = incidence = 6 degrees)
ACHTUNG! - Under no circumstances attempt to three point this aircraft
FIRM MAINWHEEL CONTACT - CLOSE THROTTLES
MAINTAIN COURSE with RUDDER
< 60 Kph full aft helm to force tailskid into turf for braking
****************************
Carb Heat:
Wired ON
****************************
General:
ACHTUNG! - EXTERNAL BOMBS
To simulate the drag of external bombs (only when loaded) deploy the spoiler.
Once all external bombs dropped raise the spoiler.
See file 'how to drop bombs in FS2002' and aircraft.cfg
AEROBATICS are PROHIBITED
Vne = 150 Kph
Vs = 72 Kph
Due to the size of this aircraft stalling should be avoided but given sufficient altitude recovery is normal in FS2002.
The G limits were quite low but low pitch authority and low Vne make them irrelevant.
For realistic simulation automixture should be OFF to simulate the Mercedes D.III
The Gotha is not hard to fly provided you take the time to get used to the way that it was operated. The landing was challenging. The strength of the gear in the contact points section of aircraft.cfg has therefore been set at approx 2 x real world. Reduce this only after you have learned how to land a Gotha.
Although the Gotha is generally (excessively) stable. Lateral instability has onset at Vx and increases slightly down to Vs. Pitch instability may have onset before Vne at high altitude and high TAS.
************************************************************************************************
NOTE: This aircraft's real-world handling notes have been modified for use with FS 2002
************************************************************************************************
