User manual

Section Appendix A.4 Part B
20 LANDING TECHNIQUE (GLIDE APPROACH)
This approach technique is seldom necessary. It is dangerous for a landing in rough water
and can be fatal if tried onto glassy water. Its only application is when landing on small
areas of water with approach over hills or high trees.
Due to the Catalina’s "mushy" low speed handling characteristics a glide approach should
be conducted faster than usual with 95 knots being best at the weights PBY is operated at.
The faster speed makes for a flatter final approach and a longer period of float. A gentle
round out is started at 20 ft AWL with speed bleeding off to be below 72 knots by
touchdown. On no account let the aircraft touch at a speed >75 knots, the attitude will be
too nose low.
21 LANDING TECHNIQUE (MODIFIED GLIDE APPROACH)
To combine the advantages of the steeper glide approach of the with the control and
safety of the power assisted technique the approach can be made at a 90 knot glide and
power reintroduced at about 12 ins Manifold Pressure at 15-20 ft A WL. Proceed then as
for a power assisted landing. The modification is more useful than the pure glide
technique.
22 LANDING TECHNIQUE (GLASSY WATER)
The surface of glassy water can not be seen as it is approached. Some people think they
can perceive it but they can not. Glassy water is the most dangerous conditions for a flying
boat landing. Power assisted techniques can be use the approach can be flown over or
next to a point of land or obstacle that provides visual reference for depth perception. Even
that is risky. It is safer to use the proper glassy water technique. Glassy water dangers
apply not only on mirror like water in nil wind conditions. Brown river and lake water is
often difficult to judge if conditions are hazy or overcast and even rippled water is hard to
judge if the landing must be conducted in rain. When in any doubt about the conditions,
use the glassy water technique. The recommended technique effect an instrument
approach. External reference to the horizon may be used for attitude but speed and rate of
descent are controlled by monitoring the instruments.
The initial approach is a glide at 90 knots with the throttle closed early on finals and speed
reduced to 72 knots. As the speed passes though 80 knots bring power at 16-17 ins
Manifold Pressure and the speed should stabilise at 72 with a descent rate of 150-200
fpm. Do not let the airspeed go above 75 kts, 72 knots guarantees the nose will be high
enough to protect the nose gear doors.
Power can be adjusted to set the correct rate of descent if necessary. The pilot can look to
the horizon for attitude information but must not look at the water the nose attitude should
be correct or close to it and only small adjustments are necessary. Occasionally, if slightly
too much power has been used the aircraft can refuse to touch down and continues along
in water effect. A slight reduction in power will usually give a good landing in this case.
Never close the throttles and round out, you may still be 20 ft AWL and stall the aircraft in.
On touchdown the nose tends to "dig" in so there needs to be a very gentle pressure on
the controls just as the aircraft touches and as power is changed thereafter.
Higher descent rates, even up to 500 fpm can be coped with by the airframe but there will
be complaints from crew and passengers!
If a bounce occurs, hold the aircraft off and keep a nose up attitude until the aircraft
touches again then reduce power, or, close the throttles and hold off until the aircraft stalls
Rev No: 02 Stichting Catalina PH-PBY
Page: 10 01 April, 2006