User manual

Part B Section Appendix A.5
A.5 DOCKING, RAMPING, BEACHING, MOORING, ANCHORING.
01 DOCKING
Docking should always be conducted into wind. It is a time where troubles occur quickly.
So anchor and lines must be ready for use and a boat hook or pole available for fending.
Side on docking is favoured by seaplane operators but there are few floating docks that
allow for aircraft with a span like a Catalina!
Head on docking tends to be used by smaller flying boats with wing tip floats but this is a
tricky manoeuvre. Power must be cut at just the right moment for the aircraft to arrive at
the dock with almost nil forward speed.
If there is any wind at all the upwind float must be secured immediately to avoid the aircraft
slewing around into wind which risks damage to itself, the dock and other aircraft or boats.
For such docking to work for a Catalina a crew member needs to be atop the wing as soon
as the engines are stopped with a line prepared for the upwind wing tip and there must be
assistance on the dock.
The effect of wind and current must be assessed well out from the dock and adjustments
to power and heading made accordingly. In strong wind conditions where an into wind
approach is not possible it may be necessary to cut power and sail the aircraft to the dock.
02 RAMPING
These are wooden ramps specifically for bringing seaplanes ashore. In general ramps are
approached head on although angled approaches may be necessary until the last minute
due to wind conditions. Power is increased as the ramp is reached this give a more nose
up attitude, increases speed slightly and the bow wave produced wets the ramp.
Floatplanes are usually driven onto the ramp sufficiently strongly to "stick" them and
prevent weathercocking. Flying boats are rarely ramped and there would need to be
enough room for PBY to weathercock before ramping could be performed safely.
03 BEACHING
Approach to a beach must be conducted even more carefully than that to a dock or ramp.
The beach is not prepared for seaplane operation so a good look out is necessary for
obstacles in the water.
It is best to taxi in on a 30-45 degree angle to the beach, as into wind as possible and with
the wheels down to protect the hull. Always lower the landing gear in sufficient water depth
to enable them to fully extend before the wheels bottom. To do otherwise may damage the
hydraulic system.
As the first wheel touches, increase power to bring the aircraft onto it's wheel and turn
further into wind along the line of the beach. Keep and eye on the over beach wing tip.
Continue until the nose wheel is turned away from the beach in preparation for departure.
Do not attempt to climb up a beach nose first; the nose wheel is most likely to dig into the
sand.
Bow on beaching can be considered in offshore wind conditions but remember getting the
aircraft turned around for departure will be difficult.
In onshore conditions where downwind taxiing will be difficult and fast it is best to turn into
the wind and sail backwards until the main wheels touch the beach. Pure floatplanes and
Stichting Catalina PH-PBY Rev No: 02
01 April, 2006 Page: 1