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Gotha G - II Grossflugzeug - Helmsman's Handling Notes
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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 235hp Mercedes D.IV engines are normally aspirated, carburetted and geared to turn the specially manufactured four blade airscrews at 2/3 engine speed.
Maximum and normal fuel load is 164 US gallons. 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 (in the real aircraft). Use asymmetric thrust and rudder. For use in FS2002 only limited braking has been provided to simulate chocks and the drag of the tailskid when the tail is down.
ACHTUNG! - Due to its landing characteristics this aircraft my only be operated from large and specially prepared airfields.
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 whilst fuel remains in the main tanks. Control climb and descent with throttle until the main tanks are exhausted. After main tank exhaustion forward pressure must be applied to the helm at all times to prevent the aircraft from stalling. Main tanks should be considered empty with 10% fuel remaining. There are no fuel contents gauges so flight plan with care.
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Take Off:
Line up INTO WIND
MIXTURE - FULL RICH
Slowly apply FULL THROTTLE
Maintain course with RUDDER
Aircraft will take off from the tail down position after a short ground roll
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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
When climbing with empty main tanks and no bombload forward pressure must be maintained on the helm
Flight plan 28 USG per hour
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Expedited climb:
and
Climb above Service Ceiling:
FULL THROTTLE
MIXTURE - FULL RICH unless engine runs rough
Apply back pressure to the helm to achieve Vx = 81 KPh
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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
Typical cruise 50 KIAS at 1500 metres = 93 Kph IAS = 100 Kph TAS
Flight plan 20 USG per hour
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Maximum Cruise:
FULL THROTTLE continuous operation is authorised subject to the following;
MIXTURE - LEAN for MAXIMUM RPM only above 1000 metres
Forward pressure must be applied to the helm at all times
IAS will decline from 130 KPh at sea level to 81 Kph at Ceiling
Flight plan 40 USG per hour at sea level reducing to 25 USG per hour at Ceiling
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Descent:
MIXTURE - FULL RICH
REDUCE THROTTLE
until aircraft settles at required rate of descent
Allow aircraft to self trim for current weight
Flight Plan 10 USG per hour
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Expedited Descent:
CLOSE THROTTLE
Apply forward pressure on helm
until aircraft settles at required rate of descent
ACHTUNG! - Avoid structural failure at 150 Kph
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Approach:
CIRCUITS may be flown by DAY ONLY if FUEL remains in the MAIN TANKS
At all times it is advantageous to plan a straight in approach exactly into wind
At light weights it may be necessary to APPLY FORWARD PRESSURE TO THE HELM throughout the approach
THROTTLE - as required - if prop revs fall below 500 RPM throttle response may be slow
AIRSPEED - as required
ACHTUNG! - Avoid stall at 72 Kph
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Landing:
THROTTLE - as required
ACHTUNG! - if prop revs fall below 500 RPM throttle response may be slow
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
ACHTUNG! - The landing roll will be very long (for WW1)
FIRM MAINWHEEL CONTACT - CLOSE THROTTLES
MAINTAIN COURSE with RUDDER
DO NOT force the tail down as aircraft may RISE AGAIN
In FS2002 only - when tail down and speed < 40 Kph apply brakes
(to simulate full helm wheel digging the skid into the turf)
Tailskid may gouge a substantial furrow
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Baulked Landing:
CLOSE THROTTLES
TURN OFF FUEL
RELEASE FORWARD PRESSURE
CRASH STRAIGHT AHEAD
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Carb Heat:
Wired ON
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General:
AEROBATICS are PROHIBITED
Vne = 150 Kph
Vmca = 130 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 real aircraft tended to spin from the stall with no recovery.
The G limits were quite low but low pitch authority and low Vne make them irrelevant.
Landings with any engine inoperative should be treated as baulked landings from a 130 Kph approach
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.
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NOTE: This aircraft's real-world handling notes have been slightly modified for use with FS 2002
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