*****************************************
CFS2 Consolidated PBY-5A
VP-54, "Black Cats" USN 1944

U.S. Navy PBY-5A operated by VP-54 on anti-shipping patrols 
in the Solomon Islands during 1943-44. New model, 
aircraft is a true amphibian in CFS2. By Harry Follas & Brian Horsey. 
CFS2 update by Scot Fraser
*****************************************

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!!
Fly only from coastal waters to avoid the "sticky" effects of FS2000's ocean water. (see there actually is a draw back with FS2000 : )
The aircraft is fully animated, now with steerable nosegear and moving ailerons. 
In addition both models now have spoiler control (/) activated wing floats.





***********************************************************************************

Harry Follas: chinook@ihug.co.nz
Brian Horsey: horse@powerup.com.au


ZK-PBY          AIRCRAFT OPERATING MANUAL                     
*******************************************************************
*STANDARD PROCCEDURES

LAND TAKE-OFF

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
**********************************************************************
V1		Vee One. Decision Speed			65 Kts        

Vmca       	Minimum control speed in flight         	85 Kts    

Vs         	Stalling speed clean, throttles closed   	63.5 Kts

Vmu        	Minimum unstick speed                   		70 Kts

V2min      	Minimum take-off safety speed           	65 Kts

V2		Initial climb out speed			90 Kts 

***********************************************************************
LIMITATIONS

AIRSPEED LIMITATIONS

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 SPEEDS   27,880 lbs AUW

Stalling speed aircraft clean throttles closed			63.5 Kts

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.

**************************************************************************

DESIGN CHARACTERISTICS

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)


2.0	Wings
1.	Airfoil Sections 					NACA 21
2.	Chord at root						15ft OOin
3.	Chord at tip						10ft00in
4.	Incidence						6 degrees positive
5.	Dihedral (outer panel taper) 				2deg 20'
6.	Sweepback (at outer propel) 				2deg58'


3.0	Stabilizer
1.	Span							30 ft06in
2.	Maximum Chord					8ft
3.	Incidence						4 degrees positive


4.0	Hull
1.	Width (maximum)					10ft 2  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.



Wingtip Floats

1. Length		10 ft 3-7/8 in

2.  Tread		89 ft 04 in (from keel to keel)

3.    Type             	Electrically and/or manually retractable







