User manual

Part B Section Appendix A.4
pilot will have maintaining correct attitude as the nose pitches up and down with the
waves. While PBY is unlikely to be operating in rough conditions knowledge of the
technique may be helpful in marginal conditions.
Full elevator back pressure is only required at the very start of the run. Some pilots believe
the power should be applied when the nose is at its lowest so that by the time power is
increasing the nose will be high. It is often necessary to force the nose down to the proper
position to hydroplane on the step. The elevator control pressure will have to be constantly
adjusted, sometimes vigorously and rapidly to stop the nose dropping and rising with each
wave. Failure to check the nose pitching could dig the nose in with disastrous results or
bounce the aircraft out of the water prematurely.
If the aircraft leaves the water before flying speed is attained, the pilot has two choices:
1) Abort the takeoff and stall the aircraft onto the water .or...
2) Attempt to gain speed between bounces and eventually take off.
WARNING: Never force the aircraft back onto the water after a bounce. Check back
slightly on the controls to lessen the rate of descent, reducing the impact force
for each bounce. Do not let the nose drop below takeoff attitude.
If the correct attitude can be maintained until 55 knots IAS is reached the aircraft should
take off easily. A bounce into the air at this speed should be followed by elevator back
pressure to keep the aircraft from going back onto the water. Unless overloaded the
aircraft is likely to stay airborne with this action.
14 TAKEOFF TECHNIQUE (SWELLS)
Swells really only occur at sea or in very large bodies of water. Takeoff in light swell
conditions can be handled as for a rough water takeoff. The slight nose up attitude
required for takeoff can be held only with frequent and sometimes vigorous control
manipulations. The aircraft can accelerate but feels to the crew that it is going up and
down over a series of hills.
Larger swells are very dangerous and a takeoff should never be attempted into a large
swell system. If absolutely necessary, takeoff parallel to the swells even in cross wind
conditions. Open sea takeoff exposes the hull to tremendous forces, especially if the
aircraft is thrown into the air before flying speed is reached since bouncing will result.
15 CROSSWIND TAKEOFF
Where the body of water being used is restricted in size (e.g. on rivers) it may be
necessary to take off with a cross wind component. In light conditions, taxi and line up the
aircraft and perform a normal takeoff with particular care to keep the wings level. With a
strong crosswind it may be necessary to stay into wind until power is brought up to give
adequate airflow over the rudder for direction to be maintained. Keep some into wind
aileron in to maintain wings level and be ready for the yaw that will occur on lift off.
The most critical time in a crosswind takeoff is just after lift-off. Should an engine fail at this
stage there will be substantial sideways drift as the aircraft goes back onto the water. This
will be suddenly taken out as she touches the water which can be uncomfortable for the
crew and passengers and may damage the aircraft structure. A turn into wind soon after
takeoff aids obstacle clearance and should be considered when above Vmca.
Warning: Avoid a retouch in a cross wind take-off
Stichting Catalina PH-PBY Rev No: 02
01 April, 2006 Page: 7