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FS98/FS2000 Consolidated Model 28-4
American Export Airways
Moving Parts
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The 'Transatlantic', a Consolidated Model 28-4 (PBY-4 Catalina) flying
boat used by American Export Airlines to survey trans-Atlantic routes
in 1938-39.
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THE LATEST MODEL UPDATE 8
Many thanks to Tom Gibson for helping out with the mods for FS2000 (it is hard when you ONLY HAVE FS98!!!).
Although the aircraft is fully functional in FS2000, don't expect the flying boat model to perform in ocean water!!
(see there actually is a draw back with FS2000 : )
The aircraft is fully animated, now with steerable nosegear and moving ailerons. Also Rotating
bow turret using the flap controls (PBYs had no flaps!!!)
In addition both models now have spoiler control (/) activated wing floats.
Best Take-Off speed is 75 Kts. The aircraft will NOT take itself off so
that when elevator control is obtained lift the nose clear of the runway and continue. on the
main wheels until Take-Off speed is obtained and lift the aircraft off (See Handling Manual)
Take-0ff power is 2700 RPM 48 ins Boost
Climb Power 2550 RPM 41 Ins Boost
WATER TAKE-OFF
Best take-Off speed is 65-70 Kts, using same power settings as above.
(See handling Manual)
CLIMB
For maximum performance use 2550 RPM Auto Rich with 41 ins Boost at sea level
Reduce boost 1" per 2500 ft altitude above sea level
Refer to Performance Charts above 7000 ft.
Use 90.Kts for maximum climb rate and refer to Performance Charts
for cruise climb settings.
ELEVATOR TRIM
Five degress of Elevator trim in either direction is sufficient to ~rn the
aircraft in any configuration.
Abnormal use of Elevator trim requires investigation.
GENERAL FLYING
The aircraft is stable over a wide range of Cof G positions. However care
should be exercised in use of the controls near the limits.
At high speeds the controls become heavy, so helping to prevent sudden
attitude changes and extreme loading.
Turning using up to 60 deg is acceptable providing care is taken to stay
within the Flight Envelope for loading parameters (+3G max.).
Best turbulent speed is 106 Kts
ICING
See Section 5. Performance
LOADING RESTRICTIONS.
The following loading restrictions apply to ZK-PBY
27880 lbs AUW
2.9+ve accel 1.5-ve accel at 106 Kts 175 Kts Max speed
27000 lbs AUW
3.0+ve accel 1.5-ve accel at 106 Kts 182 Kts Max speed
26000 lbs AUW
3.2+ve accel 1.6-ve accel at 106 Kts 190 Kts Max speed
FUEL CAPACITIES MAXIMUM
Port Tank 3300 LITRES
Starboard Tank 3300 LITRES
Total 6600 LITRES
CRUISE FLIGHT
At or Above 67% of normal rated power (1050 HP) Auto Rich should be selected.
Below 67% use Auto Lean with maximum cylinder head temperature of 232 deg C.
PROHIBITED MANOEUVRES
Only normal flight manoeuvres are permitted, and these must conform to the
NORMAL FLIGHT ENVELOPE'.
Special dispensation may be obtained from the Group for stalling practice
during conversion training
Inadvertant entry towards spinning must be countered immediately.
Spinning is prohibited.
Acrobatics are prohibited.
Exceeding maximum speeds is prohibited
Exceeding acceleration limits is prohibited
STALLING
With or without power the aircraft settles as it approaches the stall. A
slight tail shake may be discerned, with all controls remaining effective.
Lateral and directional stability are maintained, and there is no loss of control
The aircraft will mush down and settle into a descent evident on the Vertical Speed
Indicator and recovery is hmnediate with power application.
It is therefore necessary to define 'Stalling' for our use.
The 'STALL' is defined as being reached when the aircraft has a desent rate of
500 feet per minute in any configuration. Recovery is to be commenced at that
point, unless otherwise instructed.
At 27000 lbs AUW Stalling speed is 63.5 Kts Clean
Gear and floats down 65 Kts
Throttles Closed.
INDUCED STALLS
It is possible to induce a full stall of the wing by mishandling the controls either
straight and level flight but more likely in a turn.
Severe buffet will occur if the elevator is suddenly and grossly used so that the aircraft
inertia induces a 'G' stall. For this to occur the aircraft loading limitation will be
exceeded, and this is classed as an aerobatic manoeuwe and is Prohibited.
Stalling during a steep turn will occur from time to time when too much aileron is used to
alter the bank angle while loading the aircraft in the turn and one wing will stall.
Severe buffetting will result. The correct action is to reduce aileron useage and/or reduce
loading so that the buffet stops.
Buffetting indicates that the aircraft is being flown ouside its permitted flight envelope.
SPINNING
There is no tendency towards spinning from stalling or turning.
With one engine inoperative, turning too steeply towards the dead engine will provoke a
spin. Recovery is immediate by releasing the loading, and reducing the asymmetric power differential.
Do not use abrupt control movements
Increase speed by lowering the nose.
Fly the aircraft out of the Stalled situation.
Use reduced bank angles for future turns.
DIVING
With a gross weight of 27000 lbs the aircraft must not exceed 3 g's.
Maximum engine overspeed is 3060 RPM for 30 seconds.
Use AUTO RICH for diving the aircraft.
Close cowl flaps to prevent too rapid cooling of the engines.
Trim the aircraft slightly nose heavy. This is to ensure that
unintentional loads are not put on the tailplane when recovering from
the descent.
LANDING GEAR OPERATION (abbreviated)
WARNING. Max gear operating speed 122kts
FLOAT OPERATION (abbreviated)
WARNING. Max. float operating speed 130kts
APPROACH AND LANDING.
Before rejoining the Circuit carry out Rejoining checks
The above Checklist is to ensure that all procedures are covered BEFORE the
aircraft is introduced to the circuit pattern, or an approach including an
instrument approach, is commenced with the intention of entering the circuit
pattern, or an approach. to land is made, whether at a controlled or
uncontrolled aerodrome.
The discipline is necessary to establish a system of checks and counter checks,
so that the whole crew is aware of the procedures to be followed, and to ensure
that all of the crew are involved in the operation of the aircraft.
REVIEW APPROACH, REVIEW SETTINGS, AND REVIEW SECURITY are prompts to allow
the PIC or the Pilot flying the aircraft to establish his/her procedures
before commencing an activity. The activity includes any procedure such
as .an instrument approach, or an entry to a circuit pattern, so that
the Pilot can:
a. State intentions
b. Brief crew
c. Review Instrurnent Procedures
d. Check and Set the aircraft up
e. Secure the passengers and aircraft.
f. Review alternative procedures
g. Communicate and state expectation of crew
CIRCUIT
Normal circuit procedures are to be followed.
Ensure that Pre Landing Checks are completed in plenty of time, if they
have not already been done so in the instrument approach. None of the checks
should be rushed, and they should all be completed by using the 'Challenge
and Reply' system, even though some of the checks may have been done in the
meantime by rote.
A circular Base Leg is to be completed at 90 Kts, with the RPM levers being
set at 2300 on the Base Leg No large power or attitude changes are to be made
on the approach, finishing with a slight flare to gain the landing attitude,
of some 3 deg nose up. ,
The descent rate on Base and finals will be 500 fpm with a setting of 12 ins
Boost. The slight flare at round out will reduce this to less than 200 fpm
which is the ideal.
When the propellors come out of the constant speed range the levers are to
be set at maximum RPM in preparation for a Go Round should this be necessary.
This situation occurs just before round out and is the responsibility of the
Co-Pilot.
Steep approaches, if they have to be made will require considerable height
for the round out, to overcome inertia of the aircraft. This type of approach
is to be avoided.
Cowl gills are to be closed for descents, and re-opened if a go-around is necessary.
LANDING ON LAND.
The aircraft shows no tendency to ground loop in a cross wind,but any drift is
to be taken out before touch down. (See Handling Manual)
Landings are to be done with the nose wheel held off After contact the nose
wheel should be held off to allow for aerodynamic drag to slow the aircraft,
but the nose is to be lowered before elevator control is lost to prevent the
nose dropping hard onto the surface.
Brakes are not to be applied with the nose wheel off
The brakes should be checked for function as soon and the nose wheel is on
the ground but harsh braking and prolonged braking is to be avoided. Allow
the aircraft to slow down aerodynamnically and use all of the runway for the roll
CAUTION. Care is to be taken not to lower the aircraft onto
it's tail during the initial part of the landing rim.
LANDING ON WATER
The circuit and approach is the same for both land and water. The touch down on
water is to be on the rear of the Hull (on the step), in a controlled descent
onto the water at less than 200 fpm, at 70 Kts.
Water Handling technique is covered in detail in the Aircraft Handling Manual.
WARNING.
'Hot' landings on water are not recormnended since excessive speed can peel off
the nose wheel doors, resulting in a serious accident.
NOTE
The nose must be held high for water landings to prevent it 'digging in'.
AFTER LANDING-LAND
Taxy the aircraft slowly, using as little brake as possible for cooling after the
landing.
Stop.
Carry out checks in a clear area.
Do not set the brakes if they are hot from the landing
AFTER LANDING-WATER
On the water a different set of conditions exists and these are covered in detail
in the Aircraft Handling Notes.
GENERAL OPERATIONAL PERFORMANCE SPECS,
CATALINA
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V1 Vee One. Decision Speed 65 Kts
Vmca Minimum control speed in flight 85 Kts
Vs Stalling speed clean, throttles closed 63.5 Kts
1. Never exceed speed (Vne) 173kts
2. Structural cruising speed (Vc) 137kts
3. Maximum Float Operating Speed 130kts
4. Maximum speed-gear lowering 122kts
5. Maximum speed with gear extended 139kts
6. Manoeuwing speed (Vp) 106kts
7. Minimum speed at which airplane is controllable
in flight with one engine inoperative its propeller
windmilling, floats and gear up, other engine
at T/O. power 83kts
8.Flap settings no limitation
Cowl flaps may be controlled as necessary
for all airplane operation.
9. Oil cooler flaps are automatically controlled.
Stalling speed gear down 2300 RPM 12 ins boost 55 Kts
Stalling speed floats down 2300 RPM 12 INS BOOST 57 Kts
OPERATIONAL SPEEDS
Manoeuvre Speed 106 Kts
Climb Speed Nominal for Club 90Kts
Base Speed 90 Kts
Turbulent Speed 106 Kts
Minimum Threshold 80 kts
WEIGHT LIMITS
Take-off 27,880 lbs
Landing 27,880 Ibs
C of G LIMITATIONS 278801bs AUW
Forward C.G. limit 22.9% MAC (242.2.ins)
Aft C.G. limit 28.5% MAC (251.5 in)
Datum 3 inches aft of the bow nose
C of G should be as far forward as possible.
ENDURANCE SPEED
Endurance speed is the lowest speed compatable with aircraft control. At low weights
it can be as low as 80 Kts but a minimum of 85 Kts is to be used, which is
compatable with Vmca.
Refer to Section 5 for speeds, fuel consumption and configuration.
FUEL CAPACITY AND CONSUMPTION
Maximum fuel capacity 6600 litres (3300 litres each wing)
Use 375 l/hr for Flight Planning purposes
Refer to Section 5 for consumptions at specific speeds and configurations.
1.0 General
1. Span 104 ft 00 m
2. Length (over-all) 63 ft 10 7/16 in
3. Height over Wing 13 ft 5 1/2 in
4. Height (on landing gear with propeller 21 ft 01 in
blade vertical at top)
4.0 Hull
1. Width (maximum) 10ft 2 ½ in
2. Height (maximum) 8ft 0 in
3. Length 63 ft 10 7/6 in
5.0 Areas
Wings (less ailerons) 1300 sq
Ailerons (total) 100 sq ft
Stabilizers (Including 3.5 sq ft hull-fin 138.2 sq ft
area and 18.4 sq ft of contained elevator balance)
Elevators (2, including tabs) 66.6 sq ft
Elevator trim tabs (total) 3.9 sqft
fin 3.5 sqft
Rudder (including tabs) 40.4 sq ft
Rudder trim tab 2.6 sqft
Wheel - Type Landing Gear
1. Type Tricycle, hydraulically retractable
2. Tread 16 ft 09 in, from centre of tire to centre of tyre.
