TAKEOFF: (100% Fuel load): One notch of flaps lowered, elevator trim at zero. Add full throttle. Sunderland will begin to swing gently to left, trim rudder to track straight.
Plane will lift off at 110-115 knots without pilot input. Immediately reduce throttle slightly and push forward lightly on yoke/controller to maintain 350-500 fpm ascent.
At about 200-250 feet above water, Sunderland will clear surface effect, and lift will reduce noticeably. Retract flaps to gain speed, and trim elevator to retain desired rate of climb. (250-500 fpm)
While 500 fpm climb may seem optimistic, please remember that this is with 100% fuel onboard, but no other payload. Wartime Sunderlands were often overloaded with ordinance and amunition, and would perform accordingly. Perhaps a future CFS2 model may turn up full of bombs, depth charges, torpedoes, machine guns and such.
FS2004 pilots can (however) enjoy a maximized, peacetime performing big winged bird.
CRUISE: Level Cruise at a happy 160-165 knots. Aircraft will need to be trimmed out for any change in airspeed. Add power to climb, reduce power to descend, temper it all with trim.
Sunderland will find a maximum speed of 180 knots at 5000 feet. Maintenance chief will be unimpressed.
While the Sunderland is pleasantly light on the controls (as per the real machine), she is a heavy, slow reacting bird. Plan ahead of time, giving yourself plenty of room to manouvre.
Stability, range, and load lifting are the hallmark of the Sunderland. This, coupled with a one hundred and sixty knot cruise, will provide pilots with a comfortable and timely flight.
DESCENT: Use trim to maintain level angle of attack while slowing to final descent for landing (below one thousand feet to landing surface.)
As angle of attack begins to increase at lower speeds, lower flaps one notch at a time to maintain level atitude, fine adjustment with throttle and trim. Maintain a flat attitude while descending at about 400 fpm, with 88-90 knots IAS.
If nose is pitched down, the airspeed is too high for flap setting, reduce power.
If nose is pitched up, airspeed is too slow for flap setting, add power.
Sunderland will encounter suface effect at about 200-250 feet above landing surface. She'll balloon, nose up and begin to lose speed rapidly. Trim nose down and throttle back, while judiciously maintaining level attitude (adding throttle could increase nose up pitch), and thus flying the plane gently to touch down.
Again, as in the real Sunderland, practice maintaining a level pitch atitude while landing, thereby protecting the tailplane from spray damage.
If pilot opts to abort landing while under two hundred feet from landing surface, hold aircraft at level attitude while opening throttles. Do not allow aircraft to nose up until a realistic climbing airspeed is achieved. (115-120 knots minimum)
Finally, please note that reduced fuel loads will require trimming "nose up" to maintain level flight due to CoG shift.
Takeoff with a 50% fuel load will require pilot to trim slightly nose up, and pull back on yoke/controller to acheive takeoff at 110-115 knots.
