User manual
Table Of Contents
- PBY Catalina
- Introduction
- System requirements
- Credits
- Copyrights
- Contact support
- Models and versions
- Limitations
- Failure model and special features
- Aerosoft Sound Control
- Flight model
- Using the switches and knobs
- Interactive Checklist
- Avionics, 1940’s military cockpit
- Avionics, modern cockpit
- Engine Settings
- Mission
- Appendix A: Simplified checklist
- Appendix B: KX 165A TSO
- Appendix C: KLN-90B User Manual
- INTRODUCTION
- OVERVIEW
- DEFINITIONS:
- SYSTEM USE
- NAV: NAVIGATION PAGES
- CALC: CALCULATOR PAGES
- STAT: STATUS PAGES
- SETUP: SETUP PAGES
- OTHER: OTHER PAGES
- TRIP: TRIP PLANNING PAGES
- MOD: MODE PAGES
- FPL: FLIGHT PLAN PAGE
- NAV: NAVIGATION PAGES (right screen)
- APT: AIRPORT PAGES
- NEAREST Airport Pages
- VOR: VOR Page
- NDB: NDB Page
- INT: INTERSECTION PAGE
- SUPL: SUPPLEMENTAL PAGE (SUP)
- CTR: CENTER WAYPOINT PAGE
- REF: REFERENCE WAYPOINT PAGE
- ACTV: ACTIVE WAYPOINT PAGE (ACT)
- D/T: DISTANCE/TIME PAGES
- MESSAGE PAGE
- DIRECT-TO PAGE
Section 12.32 Part B
There is no reservoir should the hydraulic system become totally depleted of
hydraulic fluid hence, NO FLUID = NO BRAKES.
On the ground, and with sufficient fluid in the Hydraulic System, recharging can be
accomplished by air to 600 psi. The residual pressure in the system is known as the
Emergency Brake Pressure and registers on the lower of the two gauges the Bow. This
pressure is normally 800- 1000psi once the hydraulic system is operating.
There is only one hydraulic pump and it is on the Starboard engine. If the Starboard
engine is shut down or the pump fails then emergency brake pressure is available for 5 or
6 brake applications using the emergency pressure stored in 10-inch accumulator in the
Bow.
The hydraulic system can be pressurized in flight by:
1) Normal use of engine driven pump.
2) Using the electric hydraulic pump
3) Using the hydraulic hand pump.
But only if sufficient fluid remains in the system.
Lack of hydraulic fluid will be registered on the brake pressure gauge in the Bow
When using the brakes it is better to do so in short gentle bursts rather than one long
application. This will avoid overheating of the fluid in the lines at the wheels, and of the
brake pads. Harsh braking is to be avoided at all times.
During the Preflight Inspection it is important to check for leakage in the lines and
especially at the wheels. Corrosion is to be watched for. The brake drain can be tested for
water. Frequent brake inspections are recommended if the aircraft is used for water work,
and any moisture found in the brake drain system is cause for close examination to
determine the cause.
04 PARKING BRAKE
The knob for the parking brake is below the Captain's panel. However the First Officer
normally operates the mechanism by pulling on the activating cable to the right of the F/O
's control column. Foot pressure is then relaxed before releasing .the cable.
The Parking Brake requires hydraulic pressure to operate as the locking paw traps
pressured oil inside its cylinder. If insufficient pressure exists in the system it can be
recharged by anyone of four methods:
1) Engine pump.
2) Electric hydraulic pump.
3) Hydraulic hand pump.
4) Pressure air (600 psi) through the recharging valve
Rev No: 00 Stichting Catalina PH-PBY
Page: 2 18 May, 2004