CONSOLIDATED PBY-5A CATALINA 9767hydroz.net/simu/PBY_N9767/manuals/manual_A.pdf · CONSOLIDATED...

CONSOLIDATED PBY-5ACATALINA 9767

Flight ManualV9.62-1.4 Last update :18/09/12

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Warning :

This document is intended for simulation purpose only.

Not for real use

Table of contents 1.1 Introduction.............................................5

1.2 About this manual....................................7

2 Quick start.....................................................9

2.1 Installation...............................................9

2.2 Version Description...............................12

2.3 Military panel.........................................13

2.4 Civilian panel.........................................14

2.5 SASL Plug-in enhancement..................15

2.6 Copilot...................................................15

2.7 Settings menu.......................................16

2.8 2D Pop-up panels..................................17

2.9 Paint-kit.................................................19

3 9767 History.................................................21

3.1 1943 - The RCAF period.......................21

3.2 1946 - Canadian Pacific Airlines............22

3.3 1960 - Various companies.....................22

3.4 1977 - Avalon Aviation..........................23

3.5 1990 - Operation Okavango..................24

3.6 1998 - “Princesse des Étoiles“...............24

3.7 2008 - N9767........................................25

4 CANSO Flight Operations Manual...............27

4.1 Design Characteristics..........................27

4.2 Fuel System..........................................29

4.3 Oil System.............................................32

4.4 Hydraulic System..................................34

4.5 Landing Gear........................................36

4.6 Brakes...................................................39

4.7 Floats....................................................41

4.8 De-icing.................................................43

4.9 Power plant...........................................44

4.10 Operation Limitations..........................51

4.11 Balance...............................................55

4.12 Manoeuvrings......................................56

4.13 Load Factor Limit (Flight).....................56

4.14 Crew composition................................56

4.15 Wave height........................................56

4.16 Taxiing.................................................57

4.17 Oil Tanker (Use as).............................60

4.18 Fuel measuring (Use of dipstick).........60

4.19 Carburetor Heat..................................60

4.20 Towing.................................................60

4.21 Performance Data...............................61

4.22 Emergencies.......................................62

4.23 Fire Fighting operations.......................66

5 Troubleshooting – Frequently asked questions (FAQ)...............................................................68

6 Credits.........................................................69

7 Updates history............................................69

1.1 Introduction

Angels One Five (AOF) and HydroZ would like to thank you for buying this add-on !

With your help, we can keep 9767 alive and avoid her to finish in a museum or worth...

The benefits that are realized through this add-on will help the association AOF. Its mission, among other things, is the management of our Canso and its image. It also manages the sale of products and collects of donations related to our aircraft.

With this add-on, you will discover or rediscover the rich and eventful life of this PBY and you will be able to put you in place of the crew who gave life to this beautiful plane, since 1943 until today.

We hope you will enjoy using this add-on as much as we had to design it.

Enjoy the flight !

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

Angels One Five (AOF) et HydroZ vous remercie d'avoir acheté cet add-on pour X-Plane !

Avec votre aide, nous pouvons maintenir 9767 en état de vol et lui éviter de finir dans un musée, ou pire...

Les bénéfices qui seront réalisés grâce à cet add-on iront en partie à l'association AOF. Elle a pour mission, entre autres, la gestion de notre Canso et de son image. Elle gère également la vente des produits dérivés et la collecte des dons destinés à notre appareil.

Grâce à cet add-on, vous allez découvrir ou redécouvrir la vie riche et mouvementée de ce PBY et vous allez pouvoir vous mettre à la place des équipages qui ont donné vie à ce magnifique avion, depuis 1943 jusqu'à nos jours.

Nous espérons que vous aimerez autant utiliser cet add-on que nous en avons eu à le concevoir.

Bons vols !

Olivier Faivre

.

CONSOLIDATED PBY-5A Catalina "N9767" - HydroZ.net 5/69

http://hydroz.net/

http://www.angelsonefive.com/index.html

http://hydroz.net/

http://www.angelsonefive.com/index.html

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1.2 About this manual

This manual is divided in four parts :

The first part explains how to configure X-Plane for a better use of this add-on and present the add-on functionality. You will be able to fly the PBY quickly by reading this part.

The second part will present you the long and rich history of 9767, from 1943 till today. It represents a lot of works of archives research to obtain this result.

The third part is a copy of the “Flight Operations Manual” (FOM) of 9767. This is the masterpiece of this manual and we hope you will enjoy to have such a great documentation. It also includes Fire fighting documentation to be complete.

The fourth and last part helps you to handle problems with a FAQ and gives some credits and references about the creation of this add-on.


PART 1


2 Quick start

2.1 InstallationTo install the PBY, you simply need to unzip the archive you downloaded on your store and then copy the whole « CAT 1.x » folder in the X-Plane's one.

You can put this folder in the “Aircraft” folder or copy it wherever you want, as long as it is contained in the X-Plane main folder.

It is generally recommended to have a separate folder for add-on aircraft. It may be the good location for your new PBY.

2.1.1 Hardware requirementsThis add-on has been tested on several configuration, on Windows, Mac and Linux OS. It is designed to work at acceptable frame rate on old configuration, but you will maybe loss some feature, as normal map (which provide rivet drawing and better cockpit lighting) which can be quite expensive.

If you have an old graphic card with a low amount of video RAM, you can lower texture resolution in the rendering setting menu. It will not affect the cockpit texture so instruments remain perfectly readable even at low resolution.

Scenery as a big impact on frame-rate too and you may encounter slower fps while flying above biggest one, but this is actually the same for each aircraft available, not only PBY.

2.1.2 X-Plane settingsFor the best in-flight experience, you may set the lateral field of view (FOV) to 60°. That's a perfect setting for 16/10 screen. You may tune this value a little, depending of you preference and screen configuration. You can set this value in the “Rendering Options” menu.

As the PBY doesn't have water rudder, sea operations like taxiing may be harder if you don't have 1 axis for each engine and rudder pedals. But you can activate easy water ops to add a “fictional” water rudder to solve this particular problem.

X-plane can be used with a simple mouse but this is definitely a bad idea with such an aircraft. Induced yaw is quite strong on PBY and you won't be able to counteract it without a good joystick setting.


This add-on has been developped on a Pentium dual core E2220 - 2Go

RAM ATI Radeon HD 3850Ubuntu 10.04 - X-Plane 9.62

This add-on has been developped on a Pentium dual core E2220 - 2Go

RAM ATI Radeon HD 3850Ubuntu 10.04 - X-Plane 9.62

By clicking on the hat dashboard, you can move point of view through the

pilot and copilot place

By clicking on the hat dashboard, you can move point of view through the

pilot and copilot place

For a better fire fighting experience, we recommend you to map the “dump water” and “Deploy scoop” function on your joystick, as it may be a bit challenging to find the button in the cockpit while scooping.

2.1.3 Manipulators behaviorAs all modern aircraft for X-Plane, this add-on intensively use manipulator to enhance flight experience. There is no 2D panel as many buttons and gauges are not placed on the panel board but disseminate in all the cockpit.

Use of manipulators allow to smoothly drag levers or click button, depending of the cursor shape. Cursor show cursor while lever need to be dragged and a hand when you need to click (toggle button).

In order to navigate easily in the cockpit, you should map your hat joystick with left/right up/down function. The 3D cockpit mode with mouse in X-Plane is not adapted for instruments tuning, By the way, all efforts has been made so you can use this 3D Cockpit as a 2D one.

By clicking on the hat dashboard, you can move your point of view from left to right in the cockpit, This way, you can have a good view of the radio panel or you can put yourself on the copilot seat, for checking right engine for example.

Off course, a tracking device like a TrackIr greatly improve the experience.


2.1.4 Mixture's handles behaviorAs on the real aircraft, you have 4 position for the mixture setting, for each engine.

ICO -> Auto lean -> Auto rich -> Full rich emergencyYou can manipulate theses handles by clicking on it as all other command in the cockpit, or map an axis of your joystick to control both engine mixture setting or one by one, with 2 different axis.


2.2 Version DescriptionThis add-on feature 7 different versions of the PBY-5A, to cover the whole life of 9767 and others Catalina :

1a/1b- Military version

This version represents 9767 during wartime, in it's RCAF period. It features a simplified weapon system (torpedoes) and is equipped with nose turret and blister's gunners.

1b version simply brings more engine gauges on the panel.

2- Civilian vintage version

This version represents the civilian “Landseair” conversion. There is a small number of PBY which has been converted in this luxury configuration. 9767 is one of them, tough she only receives a partial modification. It features of modified rudder, a nose without turret, modified blisters, tail built-in stairway and a brand new civilian interior. The panel remain the same as military version, but without weapon system.

3- Water bomber version

As the name indicates, this version covers the Water Bomber period of 9767. It features a modernized panel, water-bombing capacities and blisters were removed.

4a- Modern version

This version covers the 90's period of 9767. It features a modern panel with King type radio stack.

4b/4c- Civilian conversion

Both versions are not representative of 9767 life but most of civilian PBY conversions where made on this schemes. It as the same characteristic as Modern version but the nose shape is different as the rudder. The only difference between b and c version is the presence of the blisters on fuse sides and c version as fire fighting capabilities.

5- Actual version

This version is the actual 9767 configuration, with a Garmin GNS suite in the radio panel. If you see 9767 in real, you will see her like this !


2.3 Military panelIn her original configuration, PBY was operated by a pilot, a copilot and a mechanical engineer, located in the wing pylon, between the engines. Mechanical engineer was in charge of engines conduit and other systems like floats extend.

As you will be alone to operate this add-on, choice has been made to put all the command in the cockpit, as all the later civilian PBY conversions does.

Military PBY was equipped with a Sperry Gyro-pilot Mark III. We have modeled it as real as possible within X-Plane capabilities. Real Gyro-pilot work by leveling the wing and tracking the heading via Yaw axis. It can also hold the pitch.

X-Plane Gyro-pilot will give you an heading mode and a pitch mode, working almost like the real one. Prior to engage servos, you will need to set the "command input value" , set the desired heading. Then, you can engage servos track your settings.

To be more convenient, we have added a radio/nav, an ADF and a transponder on the panel. They are hidden by default, but you can show them by clicking on one of the Landing indicator, just above the ASI. It will allow you to navigate more easily in the modern world ;-)


2.4 Civilian panelAs stated above, all the command have been put back in the cockpit to remove the mechanical engineer station. (You can ask Mechanical engineer's point of view for this statement ;-)

The Sperry Gyro pilot has been removed too, replaced by radio stack and modern engines gauge.

By the way, in order to make long flight more convenient, there is a hidden autopilot on the panel of both modern and actual versions (3 to 5). You can show it by clicking on the button of the MODE switch King VHF radio.

This autopilot only provide “heading” and “altitude hold” mode. You can select them with the HDG and ALT switches. To tune the heading setting, you should use the knob on the right of the Autopilot. You cannot set the altitude, as the autopilot only hold your current one. To disconnect the autopilot, you need to click on the VS switch.


2.5 SASL Plug-in enhancementThis add-on use SASL plug-in to increase realism of specific systems as mixture lever or water-bombing capabilities. It also tunes the behavior of the aircraft in water and allow you to go in or out of water without crash. Last, engine-failure are now realistic and you will have to read carefully this Flight manual to avoid engine fires.

TIP : In order to go out of water without crash, the plug-in modify the length of the gear when you are in water, with floats and gear down. When you are safe on the ground, you simply need to raise the floats to return to the normal gear leg length. Note that you can lower the float on the ground ,without problem, the plug-in only works from water to ground.

All the files located in the “Custom avionics” folder are under GPL license and must be redistributed under the same terms.

2.6 CopilotYou are not alone in your PBY. You have a good copilot that, if activated, will manage engine RPM and mixture, cowl-flaps, carb heat and other systems as Probe retraction when water-tank is fully filled.

He can also perform all the PBY check-list so you will always have the perfect aircraft settings depending of your situation. To activate a particular check-lsit, simply show the Copilot Command panel and click on the desired check-list. You can cancel at anytime the copi action but the systems will not be set in initial position. This way, you can stop your copi if an emergency occur for example. Copi must be enabled to have this feature available.

NOTE : The take-off check-list is a bit particular as you should engage it prior to take of, so the copi will perform the after take-off check-list when climb will be initiated.

CAUTION : Do not perfom a RUN-UP check-list on mud, gravel or water has engines RPM will be raised to 2250RPM while checking magnetos.

Your copi will also inform you if you got over engines limitation for to long or if you burn your engines into fire...

Copilot notification can be disabled, see next chapter


Copilot will set RPM depending of manifold pressure you set (via power handle) in order to follow the check-list. You have 4 different power settings :

Max power → Max continuous power → Climb power → Cruise

Don't keep Max power for too long if you want to keep your engines alive...

Copilot don't touch engine controls before you start to roll, so you can do just what you want on parking. If you experience engine-failure or fire, he will also give you full control to avoid conflict.

Last, he will inform you of gear position, which is very important while doing sea operations.

2.7 Settings menuBy clicking on the PBY in the top-left corner of your screen, you can open the main menu which allow you to modify some interesting options.

Theses options will be saved at X-Plane exit or while changing airplane so you won't need to reset at next PBY loading.

EASY SETTINGS

• “Easy engines” setting allow you to disable/enable engine failure if you got over specific parameters, as oil temp or manifold pressure. It's less realistic but sometime more pleasant, for small quick flights for example.

• “Easy water” setting add a well sized water rudder to the cat to help you to handle the Cat in water without using differential engine thrust.

• “Easy hydraulics” setting put a good hydraulic pressure even with engine off (or failed). Can be useful sometimes, when to much thing goes wrong...

COPILOT SETTINGS

• “Copilot” setting allow you to enable/disable copilot if you want to manage all systems by your own.

• “Copilot notifications” setting allow you to enable/disable copilot notifications in the top left of the screen.

SOUND SETTINGS

• “Volume” setting allow you to set the volume of plug-in driven sounds, from 0 to 1000

TIP : If your burn your engines into fire, you can simply turn “Easy engines” to ON and then OFF to bring them back to life.


2.8 2D Pop-up panels

You can activate different 2D pop-up panel :

Switches panel reproduce the electrical panel mounts on the control column and allows you to use various PBY systems from floats to wipers.

Magnetos panel reproduce the magnetos device mounts under the electrical panel. It allows you to easily handle left and right magneto and master ignition switch.


Check-list panel show you each check-list you need to fly a PBY, from cold & dark start to shut-off, including emergency check-list. You can turn pages by clicking on each tab on the right. Top yellow tab show you standard section and red stripped bottom tab show you emergency section.

Views panel allow you to change your point of view from pilot to copilot, rear, panel, blister, etc...


2.9 Paint-kitA paint-kit is available for each version in order to allow enthusiasts to make their own liveries. You can download it on Hydroz.net.

Best liveries may be incorporated in further update, with agreement of livery author.


http://hydroz.net/

PART 2


3 9767 HistoryThis is the story of Catalina serial number 9767, the ‘Princesse des Etoiles’; the U-boat hunter, aerial photo reconnaissance machine, transport airplane, firefighter and even flying studio for a French TV channel. Four thousand Catalina’s were build and today about fifteen survive. ‘9767’ is definitely the most representative as well as the most mythical of the Catalina’s still in service…

The birth of Catalina 9767 is interesting in itself. ‘9767’ is born from an American father and a Canadian mother. In 1942 Boeing was licensed by the Consolidated Company to build Catalina’s on Sea Island, Vancouver, Canada. Consolidated out of San Diego to send up the equipment and parts necessary to build 55 Boeing flying boats; American parts put together by Canadian workers. Of all the amphibious aircraft built in the Sea Island plant ‘9767’ is the sole survivor. She still graces the sky and occasionally stirs the waters. She is the last of the Boeing flying boats.

3.1 1943 - The RCAF periodCatalina 9767’s legend began when she was delivered to the Royal Canadian Air Force as a Canso A, the Canadian designation for ‘Catalina’. She ended up in the 162 Squadron as aircraft ‘S’. On the 17th of April 1944 she saw some serious action, doing what she was meant to do, which is sinking enemy submarines. While on patrol southwest of Iceland, under command of Capt. Tom Cook, ‘S’ encountered the German U-boat (submarine) U-342. This U boat was on her maiden voyage and had sailed from Bergen, Norway, 2 weeks earlier. The U-boats crew of 54, under the command of Oberleutnant Albert Hossenfelder, never saw the homeland again.


Built by Boeing of Canada, Vancouver, BC., as c/n.21996Built by Boeing of Canada,

Vancouver, BC., as c/n.21996

Delivered to RCAF as RCAF 9767

BOC: Mar. 4, 1943.SOC: Apr. 1, 1946.Allocated to 162 Sqn, March

1943Sank U-342, Apr. 17, 1944

Delivered to RCAF as RCAF 9767

BOC: Mar. 4, 1943.SOC: Apr. 1, 1946.Allocated to 162 Sqn, March

1943Sank U-342, Apr. 17, 1944

3.2 1946 - Canadian Pacific AirlinesAfter the war, in 1946, number 9767 was acquired by Canadian Pacific Airlines to be registered as C-FCRR. During its fourteen-year tour of duty with Canadian Pacific Airlines, it flew as a passenger and freight aircraft with the fleet numbers 233 and 933. With CPA she lost all her military equipment, her shortened nose, her armament and her camouflage paintjob for a red, blue and silver livery to mark her new civilian life.

On 23 April 1959, CF-CRR suffered substantial damage in a crosswind water landing at Terrace, BC, and as a result, the Canso had to divert to the nearby land airport and make a nose-wheel-up landing. After Canadian Pacific Airlines our Boeing built flying boat saw many other owners like Northland Airlines, Midwest Airlines and Ilford Riverton Airways.

3.3 1960 - Various companies• Northland Airlines Lt, Winnipeg, Manitoba, 1960-1968.

• Midwest Airlines Lt, Winnipeg, Manitoba, 1969-1970.

• Ilford Riverton Airways, Winnipeg, Manitoba, 1973.


Vancouver, BC, Apr. 1, 1946-1960.Registered as CF-CRR.Damaged during landing, nose

wheel retracted, Torrence, BC, 04/23/59.

Vancouver, BC, Apr. 1, 1946-1960.Registered as CF-CRR.Damaged during landing, nose

wheel retracted, Torrence, BC, 04/23/59.

3.4 1977 - Avalon Aviation

In 1977 she was purchased by Avalon Aviation to be used as a water bomber and stationed in Red Deer, Alberta. Later she was called to Parry Sound, Ontario and it was there that she entered long-term storage when Avalon ceased operations in the late 1980’s.

Firebombing is not without hazards and while operating as a fire bomber our Catalina was involved in two noteworthy accidents. The first one was at Sylvan Lake, Alberta, on 27th of May 1978, when serious damage was sustained after stalling onto the water whilst carrying out water pick-up training. The aircraft was beached before it sank. The outer section of the starboard wing was destroyed in this incident and was replaced with an unused wartime component complete with original RCAF roundels!

The second accident took place on the 30th of May 1981, when the left hand nose wheel door tore off during a water pick-up on Complex Lake, NWT. The aircraft nosed down and sank but was salvaged to fly again! Further an overrun happened on take-off from an airfield in Saskatchewan that resulted in the damaged airframe having to be airlifted out by helicopter, and a nose wheel collapse on landing in the mid-1980s. All in all, the Avalon days were an eventful period! Yeah, this ‘Cat’ was working her way through her nine lives like there was no tomorrow!


Avalon Aviation Ltd, Red Deer, Alberta, 1977-1979.Registered as C-FCRR.

Flew as tanker #1 (later #791).

Avalon Aviation Ltd, Parry Sound, Ontario, 1979-1989.Damaged during water pick-up, Complex Lake, Sask, 05/27/78

(Apparently the water scoop retracted improperly and too much water was taken aboard causing the A/C to stall on liftoff. The right wing impacted the water and was partially torn away. The A/C water looped and the nose gear door failed and the A/C begin to take on water, the A/C was immediately beached).

Sank after crashing during water pick-up, Complex Lake, Sask, 05/30/81.

Salvaged and returned to service.Retired Parry Sound, Ontario, Feb. 28, 1988-1992.

Powell Corp, Parry Sound, Ontario, Feb. 21, 1995.

Avalon Aviation Ltd, Red Deer, Alberta, 1977-1979.Registered as C-FCRR.

Flew as tanker #1 (later #791).

Avalon Aviation Ltd, Parry Sound, Ontario, 1979-1989.Damaged during water pick-up, Complex Lake, Sask, 05/27/78

(Apparently the water scoop retracted improperly and too much water was taken aboard causing the A/C to stall on liftoff. The right wing impacted the water and was partially torn away. The A/C water looped and the nose gear door failed and the A/C begin to take on water, the A/C was immediately beached).

Sank after crashing during water pick-up, Complex Lake, Sask, 05/30/81.

Salvaged and returned to service.Retired Parry Sound, Ontario, Feb. 28, 1988-1992.

Powell Corp, Parry Sound, Ontario, Feb. 21, 1995.

3.5 1990 - Operation OkavangoDuring her time in storage at Parry Sound, several purchase attempts were made by groups keen to preserve the Catalina because of its wartime history. All attempts failed but during the winter of 1994 Franklin Devaux of the Dijon based Canadian Air Legend group acquired it. In the spring of 1995, C-FCRR left Canada for France. Upon arrival, it was initially overhauled at Dinard by “LAB” (now Sabena Technics). She had her blisters replaced on the aft hull and other overhaul work carried out by Tom Reilly of Kissimmee, Florida. Then the Cat flew to Toulouse, where she was re-painted by “Aerospatiale” in a grey and blue scheme for her new operation

In October 1995, she was used as a flying TV studio in a French TV natural history series called “Operation Okavango” which took place in Africa. Its initial destination was Djibouti, followed by the Comoro Islands, then Kenya and Ethiopia. During 18 months, she flew under the harshest of conditions and got no damage at all! Well, she did crack a cylinder with one rather pleasant outcome: A much welcome rest for the crew…for a few hours.

3.6 1998 - “Princesse des Étoiles“After a few weeks at Harare in Zimbabwe, C-FCRR returned to France and was named “Capt Tom Cooke” after its illustrious wartime captain who sank U-342. On the 23rd of August 1998 the Catalina was repainted in Air France colors, christened, “Princesse des Etoiles” and flown to Le Bourget, Paris. She was then dismantled by Mark Edwards, previously involved in the African “Operation Okavango” filming, and trucked to the “Place de la Concorde” on the “Champs Elysées”. She was placed on public display, throughout September, with a great number of other vintage airplanes, to celebrate the 100 years anniversary of the “Aero club de France”.

After the anniversary the “Princesses” was taken back to Le Bourget for re-assembly after which she was flown south for her next adventure; a transatlantic flight to Chile and Brazil via West Africa! This epic flight was to commemorate the Aerospatiale mail flights flown by Jean Mermoz between France and Dakar, Senegal, which began around 1930. The Catalina left Toulouse on 14th of October and by the 28th of November 1998, C-FCRR had arrived in Santiago of Chile. The flight to Brazil was made on the 3rd of December. C-FCRR flew north and spent some time at Oshawa, Ontario, where maintenance was carried out before leaving on 8th of June 1999. C-FCRR crossed the Northern Atlantic via Reykjavik and Shannon, before arriving at Dinard in Brittany, France. A few weeks later, she was being kept busy as an aerial camera platform so people could photograph the total eclipse of the sun.


Ontario Ltd / Canadian Air Legend,France, Apr. 1995-2004.

Operated by Enterprise Air Inc, Oshawa, Ontario.

Used in monthly French TV wildlife show "Operation Okavango", Africa.

Ontario Ltd / Canadian Air Legend,France, Apr. 1995-2004.

Operated by Enterprise Air Inc, Oshawa, Ontario.

Used in monthly French TV wildlife show "Operation Okavango", Africa.

Flew re-enactment flight France to Chile, Oct. 98, as "Princesse des Étoiles".

Continued to Brazil, Canada, returned to France via Shannon, 06/12/99.

Based at Orly Airport, Paris, France.

Flew re-enactment flight France to Chile, Oct. 98, as "Princesse des Étoiles".

Continued to Brazil, Canada, returned to France via Shannon, 06/12/99.

Based at Orly Airport, Paris, France.

3.7 2008 - N9767The Catalina nr. 9767 is no longer flying with her Canadian registration. She is now registered as an American girl nr. N9767. She was, for the time being based at Orly-Airport, south of Paris, so maintenance could be carried out. Mark Edwards, from AirVenture Ltd did the last phase of maintenance and preparation to get the US certification. Before there has been extensive maintenance, thanks to the French, Canadians & Americans engineers (Jim VanDyk, Peter Houghton, George Perez & Patrice Sublemontier) and the volunteers of Air France Industries. After the aircraft’s arrival at Orly, they gave 9767 a new engine, new propellers, upgraded avionics, overhaul hydraulics, command cables, and a lot more. Almost all of 9767 parts have been checked & replaced when necessary. The outcome was a testimony to the mechanics work.

Plans were made to fly N9767 from Orly to its new base at Melun-Villaroche, and on the 22nd of December 2011 the Princess took off…

The “Princesse des Etoiles” is now ready to rediscover the elements for which she is well suited…better yet, for which she is perfectly suited namely,

Earth, Air and Water!


July 2008, registered as N9767Operated by Angels One-

Five, Paris, France

July 2008, registered as N9767Operated by Angels One-

Five, Paris, France

PART 3


4 CANSO Flight Operations Manual

4.1 Design Characteristics


4.1.1 Dimensions and Specifications

Span (Floats up) 104 ft

Span (Floats down) 100 ft

Length 63 ft 11 in

Height (to top of wing) 13 ft 5 ½ in

Height (on wheel with top blade vertical) 21ft 1 in

Wing airfoil section NACA 21

Chord at root 15 ft

Chord at tip 10 ft

Incidence 6 degrees

Dihedral (outer taper panel only) 2 deg 20 min

Stabilizer span 30ft 6 in

Areas – Wings (less aileron) 1300sq ft

Areas – Ailerons 100 sq ft

Wheel tread (between tire centers) 16 ft 9 in

Float tread (from keel to keel) 89 ft 4 in

Length of float 10 ft 4 in


4.2 Fuel System


4.2.1 Fuel system - GeneralThe Canso has two fuel tanks located in the wing center section. Each tank as a 728,8 Imperial Gallon capacity (875 US gallons) giving a total capacity of 1457,6 Imperial or 1750 US gallons. The weight of a full load of fuel is approximately 10,500 lbs – more than 5 tons. If the airplane has full tanks and an empty weight of 20,000 lbs, it is up to its gross weight without crew, oil or equipment.

The tanks are integral with the wing and to support the weight of the fuel, the tank bottoms are reinforced with stringers or ribs. One of theses stringers is located immediately below the fuel filler cap and can interfere with the dipstick used to measure tank contents.

In the original design configuration using a 3 man crew, certain units in the fuel system were located at the engineer's position. In the 2 man conversion, these units were moved to other locations or eliminated entirely.

Avalon Cansos employ the fuel system shown on the opposite page – as can be seen the fuel flow from the main tank to a shut off valve located in the pylon. This valve is also know as a “maintenance valve” as it is used to prevent fuel from entering the system when it is necessary to open any of the units downstream. This valve is normally lock-wired in the open position. If the airplane is used to tanker fuel oil, the valve below the fuel oil tank is lock-wired in the “off” or “closed” position.

From this valve, the fuel goes to the selector valve which is controlled from a spigot-valve behind the pilots head. This valve directs fuel from the chosen tank to the engine on the same side of the airplane as the valve is located.

From the selector valve, the fuel enters a liter unit located in the engineer's compartment. This unit has an extension pipe fitted to it and this pipe leads to a petcock outside of the pylon. The purpose of the pie and petcock is to drain any water from the filter chamber and this is done before every flight.

Also on the outside of the pylon is a petcock attached to a pipe extending from the bottom of the fuel tank. This is to drain any water from the main fuel tank.

From the main filter unit (referred to as an A.E.L. Unit) the fuel goes to an electrically operated booster pump which replace the original manually operated wobble-pump. From here the fuel goes trough the firewall shut-off valve to the engine driven fuel pump and thence to the carburetor.


4.2.2 Fuel tanksDue to the weight of fuel and high G forces encountered in water-bombing operations, the Cansos fuel tanks are prone to develop leaks. These are evidenced externally by greenish stains on the under surface of the wing center section. Leaks inside the pylon and/or the hull are not as easily detected, however, trey are usually found by smell particularly after the aircraft has been parked for some time with hatches closed. In such cases, the aircraft should be ventilated before turning on any electrical units. Smoking at anytime in this aircraft creates a hazard as the fuel tanks and lines in close proximity to the cabin.

4.2.3 Fuel systems unitsAll units are quite straightforward except for the cross-feed valve, firewall shut off, electric fuel gauge.

The cross-feed valve In the original configuration was included so that one engine driven fuel pump could run both engines in the event of failure of the other engine driven pump. The cross-feed cock has been removed and the electrically operated auxiliary fuel pumps now provide that capability.

The firewall shut-off valve (along with a stainless steel firewall) is a civilian requirement. It consists of a blade type valve operated by a DC motor switched on in the cockpit. It prevents fire from coming through the firewall via the fuel line.

The electric fuel gauge is operated by a liquidometer and is intended to replace the original boiler type sight-gauges located in the engineer's compartment. The read-out is for a fuel quantity ranging from zero to seven hundred gallons. Pilots are to support any information they may obtain from these gauges by dipping the tanks with the proper dipstick before each flight. The fuel flow must also be monitored by the pilot in flight log.

The original military version of the aircraft included a fuel dumping system which was necessary for full tank operations. In the civil versions of the aircraft, the fuel dump system was either removed entirely or rendered permanently inoperative.

Some Avalon aircraft are equipped with underwing outlet fitted with a Garloc connection. This is used as a tanker. The valve in this outlet can be reached through the engineer's window. The system should not be mistaken for a fuel dump system.


4.3 Oil System


4.3.1 Oil system – GeneralEach engine has a separate and completely independent oil system. The oil supply for each engine is carried in a tank in the engine nacelle. This tank forms part of the nacelle structure and the power plant mounts on its forward face. The oil flow through the temperature regulator is controlled automatically by a thermostatic element in the regulator. Air flows through the cooler at all times and is not controlled. In other words, there are no oil cooler shutters.

Oil used in the R-1830-92 (S1C3G) may be either mineral oil (non-detergent) or ashless-dispersant oil which is sometimes mistakenly referred to as detergent. Various trade-name oils have been approved for this engine but in general SAE-50 which is Aviation 100 and also Grade 1100 is used in temperate weather and SAE-60 (Aviation 120 or Grade 1120) is used in hot weather.

An important factor in preventive maintenance is the careful monitoring of the rate of consumption of engine oil. Accommodation is made for this requirement by the Flight Release Certification (Form AA-2). Air-crew must ensure that all additions of oil to tanks while away from base (e.g. during a ferry flight without crewman on board) are carefully and properly noted, along with an in-flight record of temperatures and pressures.

4.3.2 Oil tanksThe total capacity of one oil tanks in the original design configuration was given as 76 US gallons which included an 11 gallons space for foaming. In the civilian versions of the aircraft, according to Type Certificates TC-785 and 2-548, the capacity of each tank is stated to be 55 gallons. In any event, the amount of oil carried in each tank during various Avalon operations may be found in the approved checklist

A cylindrical hopper is provided in the oil tank for accelerating the warm-up of the oil. This hopper extends from the top to the bottom of the tank. Some aircraft may still be fitted with a liquidometer with a read-out gauge in the instrument panel. This indication of oil supply is to be considered as secondary to a direct reading from the dipstick that is installed In the tank filling neck.


4.4 Hydraulic System


4.4.1 Hydraulic system – GeneralHydraulic pressure is furnished by an engine pump on the starboard engine. (C-FCRR and C-FGLX have an additional pump on the port engine). This draw fluid from the reservoir and expel it under pressure through a safety relief valve set to relieve at 1250 lbs/sq.in to the unloading valve. The unloading valve is a pressure regulating valve which keeps the pressure between a minimum of 850 +50 lbs/sq.in to a maximum of 1050 +50 lbs/sq.in. The function of this valve is to automatically direct pump delivery through a liter to the reservoir without flow restriction, when the accumulators reach a desired maximum pressure of 1050 +50 lbs/sq.in or to direct pump delivery to the accumulators when the accumulators pressure drops to a minimum of 850 +50 lbs/sq.in.

4.4.2 Hydraulic system – unitsSupply tankA supply tank located on the Outboard side of the starboard engine nacelle immediately aft of the firewall, has a capacity of 2,4 US of 2,0 Imperial gallons. Keep the fluid level just above the top baffle.

Hand pumpAn emergency power source is provided by a hand pump which, upon operation, draws fluid from the reservoir trough a separate fluid supply line and delivers the fluid under pressure directly to the accumulators thus by-passing the unloading valve. The hand pump is used in case of failure of the starboard engine or the engine driven pump. The hand pump may also be used to supply pressure while the aircraft is on the ground and the engines are not running.

Electric auxiliary pumpAn electric hydraulic auxiliary pump is fitted on Avalon aircraft. This pump is supplied via the hand pump supply line which comes from a stand pipe at the bottom of the tank. This pipe is of less diameter than the regular supply line.

AccumulatorsTo check the air pressure of an accumulator, reduce the hydraulic pressure gradually (operate brakes to reduce pressure in 10” accumulator and operate any hydraulic system unit such as probe, to reduce pressure in the 5” accumulator). Note reading of accumulator pressure gauge – the last reading before an abrupt drop to zero is the air pressure in the accumulator.

To remove air pressure, open the air valve (these valves resemble ordinary tire type valve cores, but they are either Schrader #2300 or Dill 100-DBB DO NOT use ordinary valves cores).

With the hydraulic pressure still at zero – attach an air line to the accumulator air valve and pump in 600lbs/psi of nitrogen or dry air. Lock off the air valve, remove the air line then bring up the hydraulic pressure with the engine driven or auxiliary pump.

Note : A series of knocking or clanking noises when the hydraulic system is in use indicates a faulty accumulator, which is allowing the pressure to operate without a cushion of air.


4.5 Landing Gear

4.5.1 Landing Gear – GeneralThe PBY-5A is equipped with a tricycle landing gear consisting of two main wheels and one nose wheel.

The entire landing gear is retractable, being activated by hydraulically operated cylinders which are controlled by a selector valve and handle located under the pilot's panel. The two main wheels retract into wheel wells in the side of the hull. The nose wheel retracts into a wheel well in the bow of the hull. Doors close over the nose wheel after the gear is retracted and open before the gear is extended. The nose wheel well doors must be completely closed and locked before a water landing is attempted.

All three units are provided with up and down locks which engage automatically when the gear reaches the fully extended position or retracted position, and release automatically at the beginning of retraction or extension.

Each main unit is equipped with a hydraulic shock strut mounting a water tight wheel and brake assembly and a pneumatic tire.

The nose landing ear is equipped with a hydraulic pneumatic shock strut which mounts a wheel and tire assembly and a shimmy damper. If the shimmy damper is defective, violent vibration in the nose section is created at taxying speeds over 50 knots.

The landing gear may be extended by either of the three following methods:

Normal hydraulic extension; hand pump and/or auxiliary hydraulic extension; manual – emergency method.

The landing gear may be retracted only by hydraulic system.

External safety locks are provided and are installed on the three units when the weight of the aircraft is resting on the gear to prevent accidental retraction.

WARNING : External safety locks must be removed before take-off.

Normal hydraulic retraction and extensionThe selector valve, locking knob, and name plates for operation of the landing gear units are located below the pilot's instrument panel. Slightly to port of aircraft center line, complete operating instruction appear on the instrument plate.

To extend or retract the landing gear by this method, the starboard engine must be operating or the auxiliary hydraulic pump turned on.

Emergency hydraulic extension or extensionSee next section

Note : If the gear is being retracted by the auxiliary pump, it will take longer than normal to complete the operation.


4.5.2 Emergency lowering wheelsA. If gear fails to lower when handle is pushed down, check hydraulic pressure gauge. If

gauge shows approximately 1.000 lbs pressure, return handle to up position and repeat attempt to lower gear. If gear does not lower on second attempt, regardless of pressure reading, leave gear handle locked in down position.If the landing gear failure is due to loss of hydraulic pressure caused by failure of starboard engine or engine driven pump and not to loss of fluid caused by leaking reservoir or lines, the gear may be lowered with pressure supplied by the electric auxiliary pump or the hand pump. Latch control handle in “DOWN” position before operation pump. Be sure to check “gear down and latched” with visual check and indicator lights.

B. If the landing gear or any part of it cannot be lowered by the normal hydraulic or hand-pump method, release the main wheel up-locks by pulling out the “Tee” handles at the main wheel wells and turning handles ¼ turn. (Company Cansos are being equipped with a more a more convenient lever action for this purpose).

C. Work gear down by rocking the airplane approximately 14° each side.

D. Use the emergency “DOWN LATCH” lever to straighten out the main support struts and latch the gear in the down position. To do this, first insert emergency “DOWN LATCH” lever through access door provided in side of wheel well, and engage the handle end of the lever over the bolt provided on the auxiliary keel. With handle end of lever supported by the blot, guide the outboard end of the lever into the strut socket located just above the pivot point in the strut.

E. Push firmly on the lever to straighten out the strut and the gear will latch down. Repeat same operation for gear on opposite side.

F. Unlock nose wheel doors by pushing door lock-handle aft (located on the starboard side, forward of bulkhead 1), thus releasing the door lock pins.

G. Insert hydraulic hand pump handle or emergency DOWN-LATCH lever handle in the aft end of the starboard door torque tube, (located aft the bulkhead 2) and push inboard, (counterclockwise) rotating the torque tube and thus opening the nose wheel well doors.

H. Lock torque tube in “DOOR OPEN” position by swinging red locking link inboard over the lug on the torque tube end fitting. Insert locking pin and retain with safety pin.

I. Remove aft nose wheel cover plug and insert emergency lever through the hole. Strike the end of the up-latch sharply to unlatch the nose gear.Note : During this operation, be careful not to allow the upper end of the lever to come into contact with electrical or other systems on the yoke.

J. Attach emergency ratchet lever to the torque tube between the packing nut and the jack fitting, so that the ratchet pawl fits into the teeth of the jack fitting. Using this lever as a ratchet, force the gear into down position. To lock, use a slow heavy push. (During this operation, keep the airspeed as low as possible with safe limits)

K. Remove the forward plug of the wheel well cover to examine the down-latch, and use emergency “DOWN-LATCH” lever to determine if the down-latch is locked. If it is locked, the red collar on the lever will not extend above the hole in the cover, and the oleo strut will be vertical and against the down bumper.


CAUTION : Before operation gear again, be sure to release the emergency door lock pin.

4.5.3 Emergency operation Floats

WARNING : Before attempting to operate floats manually, ensure that fuse is removed or breaker switch put in the “OFF” position.

To lower floats

1. Remove hand crank from stowage on starboard side of bulkhead below engineer's seat.

2. Engage crank in socket market “FAST”, in center of bulkhead below engineer's seat, and crank counterclockwise.

To raise floats

Insert crank in socket marked “FAST” and turn clockwise until load gets too heavy to operate easily. To raise floats remainder of the distance, move crank to “SLOW” socket, and continue to turn clockwise until floats are latched in the up position.

4.5.4 CAUTION : Nose-wheel doorsSerious accidents during touch-down on water in the Canso have been caused by a malfunction of the nose -wheel doors.

Often these accidents have been attributed to hitting shoals or collisions with floating objects.

All personnel must be familiar with the nose-wheel door mechanism and the various methods to ensuring that the doors are securely closed and locked before every touch-down on water.

When the landing gear selector valve is rotated to the “UP” position and the nose-wheel actuating cylinder has fully extended and contacted the snap action sequence valve, the fluid pressure flows to the nose-wheel door actuation cylinder.

The nose-wheel door actuating cylinder (Interstate No. 0625H) is mounted on two supports on the floor aft of bulkhead 2 on the port side. This cylinder closes (or opens) the nose-wheel doors.

As the nose-wheel doors close, a bell crank on the starboard nose door torque arm operates a sequence valve which passes the fluid pressure to the nose-wheel door lock and sequence valve to lock the door in the closed position.

There are actually two mechanical sequence valves on the aft end of the starboard torque arm (aft of the bulkhead behind co-pilot's seat). Both are operated by pressure of the bell crank which is activated by the rotation of the starboard nose-wheel torque tube thus when the nose-wheel doors are opening or closing. The mechanical sequence valve farthest outboard should not operate until the nose-wheel doors are fully closed.

When this valve does operate (i.e. when the doors are fully closed), it transmits pressure to the door lock and sequence valve.


The door lock and sequence valve is a combination actuating cylinder and sequence valve. It is installed on the center line of the aircraft immediately forward of station 1.0 and just above the keel. The starboard side of the valve is the actuating side and is connected to the door locking pins.

The port side is the sequence side of the valve and is operated by the nose-wheel lock pin mechanism. The actuating side of the valve merely locks or unlocks the nose-wheel doors.

The sequence of this mechanism appear in C.P.O.M part VI “Training”, but from the foregoing description, it can be seen that the system includes several critically important items that are interdependent.

As an alternate safeguard and to obviate the necessity of getting out of the seat more than once, a manual up-lock may be inserted as follow:

Place the red locking block between the nose-door manual locking handle and the flange of No. 1 bulkhead.

Do not forget to remove the block before attempting to lower the wheels.

4.6 Brakes

4.6.1 GeneralWheel brakes are the disc type with the alternating discs. The stationary discs are keyed to an anchor bracket on the axle and the rotation discs are keyed into splines in the wheel.

The rotation discs have steel cores with bronze friction material on both sides – the friction material bears against the non-rotation steel discs when the entire set of discs is squeezed together by the annular ring piston.

An insulator disc is located between the piston (which resembles an extremely over-size hollow mason-jar seal ring) and the first steel disc. This asbestos disc prevents heat from the steel disc reaching the piston and vaporizing the hydraulic fluid. Hydraulic pressure exerted by the annular piston comes from the 10 inch (inside) diameter accumulator located on the starboard side of the cockpit by way of the brake valve and brake debooster.

The 10 inch accumulator (Vickers AA-14005) is for brake system only and is charged with 600 lbs/psi of air. The accumulator is divided into two halves separated a membrane. Pressure from the accumulator is used as follows :

The debooster valve (one for each wheel brake) consists of a steel cylinder fitted with a spring loaded piston that divides the cylinder into two pressure chambers – on is a high pressure low volume chamber connecting directly to the brake control valve. The other is the low pressure large volume chamber connecting directly to the wheel brakes.

When the pressure from the brake control valve is diminished or released, the piston return spring drives the piston away from the outlet end and thereby unloads a corresponding amount of fluid from the wheel brake which consequently releases the brake piston.


4.6.2 Use of brakes on landing roll-outBrakes should be used sparingly in order to reduce wear and to lessen the risk of fire. The amount of heat generated by even normal use of brakes is surprisingly high. Unnecessary use of brakes is to be avoided, particularly on landing roll-out.

It is better airman ship to allow the aircraft to roll-out to a stop or slow taxi speed right the end of the runway rather than to snub it to early stop and return the parking ramp with heated discs causing danger to the tires and warping of the brake unit. Such extreme heat will get past the insulator disc and may rupture the annular piston causing a loss of brake power.

Unless demands of traffic, length of runway or a hazardous condition dictate otherwise, aircraft shall be allowed to roll-out on landing to a slow speed before brakes are activated.


4.7 Floats


4.7.1 GeneralEach float structure is of a stressed skin, all metal aluminum alloy construction, consisting of six transverse frames and bulkheads, and longitudinal stringers. Each float contains three water tight compartments, which are vented by tubing into the drag panel. The vent lines should be kept unobstructed at all times to prevent possible rupturing of the float skin due to differences of pressure within the float and atmospheric air at high altitude.

To give access to the interior of the float for periodic inspection or repair, five doors are provided on the upper surface of the float. These doors are a structural parts of the float and must be securely fastened to the deck with screws to prevent possible buckling of the float skin and leakage of water into the water tight compartment of the float.

4.7.2 Operating mechanismRetraction and extension of the floats is powered by an electric motor or hand crank working through the gear box on the forward face of bulkhead 4. This gear box couples the motor or hand crank to the float retracting mechanism through a series of gears which provide the necessary gear reduction to the vertical torque tube. There are two speeds for the emergency float operation, a slow speed for heavy loads on the retracting system, and a fast speed when light loads are imposed on the retracting system. The hand crank for emergency float operation is stowed on the aft starboard face of the bulkhead 4 where it is readily available.

A vertical tube extends upward from the gear train to a three way gear box on the forward side of the front spar. The section of tubing is joined at the junction of the wing and hull to facilitate removal or attachment of the wing. Torque tubes from the three way gearbox extend to port and starboard along the face of the spar to wing station 19, at either side the torque tubes removal of the outer panel splice to facilitate removal of the outer panel. There, torque tubes in bearing assemblies located at each wing station. The gearbox which is mounted at station 19 transmits the torque tubes motion to a fore-and-aft torque tube mechanism. It is this mechanism which actuates the jack screw, which drives a trunnion inboard and outboard. Motion of this trunnion, which is coupled to the “U” strut, operated the strut linkage system which retracts or lower the float.

A locking mechanism is provided to hold the floats in a retracted position. It consists of a spring loaded pawl at the outer end of each wing. These pawls are actuated by toggle arms on the float recoil mechanism and engage recesses in the float in the up locked position. The pawls engage automatically when the floats are raised, and are disengaged by a cable connected to the recoil mechanism before the floats are lowered.

The inboard end of the pawl cable is attached to a toggle linkage on the recoil mechanism. When the toggle links are folded, the cable is slack and the pawl is held outboard by a coil spring. When the toggle links straighten, the cable tightens, pulling the pawl inboard against spring pressure. One of the toggle links is fixed to the wing structure, while the other link travels with a sliding collar attached to a traveling nut on the recoil mechanism. This nut moves along the short threaded mechanism screw, and engages with the mating nut on either end.

The forward mating nut can be engaged only when the mechanism is turning to lower the floats. Before the travelling nut reaches the forward mating nut, through which the operation screw is positively driven, the toggle links straighten sufficiently to release the float lock pawl from engagement with the floats.


When the direction of turning is reversed to raise the floats, the first six turns (11 turns of the hand crank in “low speed”) of the mechanism are idle as far as the float retracting screw is concerned. The traveling nut on the screw lust first travel to the aft mating nut, establishing driving contact. During this travel toggle links are closing and this action slackens the cable and permits the locking panels to move outboard. The pawls are then ready for automatic engagement when the float is raised to the retracted position.

The additional six turns of the locking mechanism also fulfill the purpose of absorbing the recoil due to the inertia in the driving system. Recoil after pawls are engaged cannot disengage the pawls, because the traveling nut must travel approximately three turns forward along the screw and cover the black strip painted on the outside of the recoil mechanism drive cylinder before the cable becomes taut and pulls on the lock pawls.

No mechanism lock is provided for the floats in the “DOWN” position as the folding “Vee” struts attain locked position just past the dead center.

When raising and lowering the floats by the electric motor, the floats must be allowed to lock up by letting the motor run until it is stopped automatically. A short pause should ensue before lowering the floats to allow the motor cool but also to ensure that the locking mechanism has completed its operation. Raised floats should not be started down until they are in fully up-locked mode.

CAUTION : When raising or lowering floats manually, the switch should be in the OFF position, the master electric switch OFF and both generators OFF. This is necessary is there is no provision for opening the float mechanism breaker.

If it is necessary to reverse direction of moving floats (i.e. when they are between full down and full up), the selector should be dwell in the OFF position for at least two seconds.

When the floats are at rest, the switch should be left in the OFF position.

4.8 De-icing

4.8.1 GeneralAvalon Cansos are generally not operated in icing conditions and the wing and empennage de-icing boots have been removed. The thermal de-icing system mentionned in the original military flight manual for the type has also been eliminated. Flights in know icing conditions should not be attempted.

4.8.2 PropellerIso-propyl type anti-icing systems may be fitted on some Avalon aircraft.

4.8.3 WindshieldIso-propyl type anti-icing systems may be fitted on some Avalon aircraft.

Carburetor

The carburetor alcohol de-icing system has been de-activated. The aircraft should not be operated in conditions that would require this type of de-icing.


4.9 Power plant

4.9.1 DescriptionThe standard engine installation in the Canso is the Pratt & Whitney 14 cylinder R-1830-92 “Twin Wasp”, also know as the S13CG. Other engines that have been used in Canso are the P&W R1830-75 and the Wright R-2600. Engineering is now being carried out to permit the use of a Rolls Royce Dart turbine engine in this aircraft as the approved piston engines are no longer in production.

The engine drives a 3-blade Hamilton-Standard Hydromatic full-feathering propeller with a 23E50 hub. For use in the water-bombing configuration, the usual “toothpick” blades model number 6353A-12 are replaced by “paddle” blades which are model number 6477A-0 for greater efficiency.

Propeller speed is controlled by a Woodward 4-G-8 governor. Propeller diameter is max 11'6”, min 11'4”.

The engines are mounted in the wing as close as possible to the fuselage to minimize yaw tendency due to asymmetrical thrust when one engine is feathered. Fuel used is AVGAS 100/130 color coded green. As an alternative 100 “low-lead” may be used (color blue)

4.9.2 Engine dataAir-cooled static radial1 14 cylinders in two banks of 7.No. 1 cylinder is the top cylinder in the rear row.No. 2 is the next cylinder in direction of rotation (clockwise viewed from rear) in the front row.The rear cylinders are odd numbered – the front cylinders are even numbered.The bottom cylinder in the front row is No. 8.The master cylinders are 5 and 2Bore 5.5”Stroke 5.5”Total displacement 1380 cubic inchesCompression ration 6.7:1Blower ration 7.15:1Propeller gear ratio .5625propeller shaft rotation viewed from rear : ClockwisePropeller shaft size (straight spline) SAE #50Overall diameter 48.18 inchesOverall length 61.67 inchesCenter of gravity fwd of mounting flange 12.75”Below crankshaft center line .14”Dry weight 1473 lbs.

4.9.3 Lubrication systemOil is circulated through the engine by means of two pump assemblies which consist of one pressure and four scavenging sections. The main oil pump assembly which combines the pressure section and two scavenging sections is located at the lower left of the engine rear section. Another unit is located in the front or nose section combines the other two scavenging sections.


Oil from the tank enters the rear section through an inlet port above the oil pump mounting flange, then through the pump pressure section to the oil screen chamber located at the lower right hand side of the engine rear section. The screen chamber contains an assembly of two oil screens, one within the other, on top of which is a spring-loaded check valve. The check valve prevents oil from the tank getting into the various passages when the engine is not running.

The oil screens must be removed periodically so that a search can be made for any bits of metal in the oil supply which would indicate damage or excess wear in the engine. Analysis of such traces of metal can often indicate which part of the engine is being affected. Oil screen removal and inspection is an important part of preventive maintenance and must be carried out regularly.

When the engine has been stopped for some time, oil tends to settle into the lower sections, leaving the reduction gears slightly dry. It can also find its way into the three bottom cylinders (number 6,7 and 8) where it becomes trapped in the heads. It is therefore good practice to motor the engine through at least twelve blades with the ignition switches OFF before starting the engine. This enable the oil pump to supply oil to the reduction gear area and at the same time it will disclose the presence of any oil in the heads.

4.9.4 Oil temps & pressuresThe engine should not be run above idle speed until the oil temperature reaches 40°C. It should not be run faster than 1800rpm until temperature reaches 60°C.

Normal operating temperature is 85°C plus or minus 5°C.

When the engine is started up, the oil pressure may be slow to rise but as long as an increase is observed, the engine may be kept running at idle. If no pressure rise is noted within 15 to 20 seconds after the engine is started, the engine should be stopped by selecting idle cut-off and the cause investigated. If the oil pressure is abnormally high when the engine start, rpm should be kept as low as possible for smooth idle and the pressure allowed to come down as the oil heats up. DO NOT ATTEMP TO LOWER THE OIL PRESSURE BY USE OF OIL DILLUTION.

Cylinder head temperature should not exceed 232°C at any time during ground operation and a takeoff should not be attempted when the CHT exceeds 200°C. At no time, whether in flight or otherwise, should the CHT exceed 260°C. Minimum CHT for takeoff is 100°C, although in Artic conditions the CHT may be less, provided the oil temperature and pressure are both normal.

Carburetor air temp maximum if preheat is used, is set by the engine manufacturer at 38°C. There is no maximum limit if preheat is in the cold position.

Fuel pressure minimum is 14 lbs.psi for the PD12H4-190 carburetor. Maximum is 18 lbs.psi

4.9.5 IgnitionEach engine is fitted with two separate ignition systems. These system each include one magneto which can be either a Bendix-Scintilla or an American Bosch, on-off switches, spark plug harness, spark plugs and a booster coil (vibrator type). Normally magnetos are matched up (two of the same type on each engine). The Scintilla magneto has been selected as the standard for Avalon Cansos.


The left magneto is on the port side of the engine. Left and right being based on viewing from the rear of the engine.

The left hand magneto fires the rear plugs and the right hand magneto fires the front plugs. when {HE ignition switch is set at "L" or “LEFT", the right hand magneto is grounded and the front plugs are dead. The left hand magneto is then not grounded and its plugs (the rear) are live.

The Canso is equipped with a master ignition switch for each engine. It is a push-pull type located between and above the magneto switches. Its purpose is to cut out all magnetos momentarily to enable the engines to be idled at a below-normal rpm for slow speed manoeuvrings on water {approaching a mooring buoy for example). This switch is frequently overlooked by inexperienced pilots during starting and is left in the "Off" position by error.

Before engine shut—down during the cooling-off idling period, each magneto should be switched to the "Off“ position momentarily to ensure that it is functioning. if the engine does not switch off momentarily when this is done, it should be shut down in the usual manner

with the mixture control. The faulty magneto is to be reported to the AME in charge.

There are two spark plugs in each cylinder head giving an engine total of 28 plugs. The electrode gap is.012“ with a tolerance of plus .002“ and minus .001“.

The magneto distributor blocks carry numbers showing the serial firing order. Number 1 wire goes to number 1 cylinder and number 2 wire goes to the second cylinder in the firing order which is number 10.

The firing order of all cylinders in the H-1530-92 is as follows:

1-10-5-14-9-4-13-8-3-12-7-2-11-6

4.9.6 Engine Fuel SystemThe fuel selector valves are engine-oriented. That is, each engine has a fuel selector valve which can be turned off or to either left or right tank or to both tanks at once.

From the selector valve the fuel goes to the engine driven pump and from there under pressure to the carburetor. Pressure in this line is from TM to 16 lbs.psi. If the engine pump fails, pressure can be maintained in that engine by an auxiliary fuel pump run by a 12 VDC motor. This pump is located between the main filter and the firewall shut-off valve. This electric pump (one in each engine system] replaces the original manually operated wobble pump that was located in the engineer’s compartment.

4.9.7 CarburetorAvalon Cansos are equipped with Bendix-Stromberg PD-12H-190 pressure-type carburetors which require a supply pressure of TM to 16 lbs. psi for proper operation. Fuel in excess of requirement is returned to the fuel tanks by a vapor return line.

Control of mixture is maintained automatically by means of an Automatic Mixture Control unit incorporated in the carburetor body. The mixture selector is a lever with a red knob located in the pilots' compartment. It may be in the throttle quadrant or it may be attached to the forward side of the bulkhead above the door leading into the pilots' compartment. Levers have three and in some case, four positions, each with a detent.


These positions are Idle Cut Off, Auto—Lean and Auto-Rich, with sometimes a fourth indication of "Full Rich" or “Emergency“. The Idle Cut Off position prevents any fuel from entering the carburetor throat and distributing manifold. It is used to stop the engine on shutdown. If the Idle Cut Off is opened even slightly when fuel is being delivered to the carburetor under pressure, it will enable raw fuel to enter the blower section through the Auto Lean port and create a fire hazard. A blower section fire can result in immediate or long term damage to the engine.

The Auto-Lean position is used in cruise power settings and the Auto-rich position is used for starting requirements and full power demands.

When the engine is being started and running on prime, the mixture control is moved from the Idle Cut Off position to the Auto-Rich position, thus enabling the carburetor to supply further fuel. During this period, particularly in cold weather, there is a tendency for the fuel to adhere to the various passages and intake pipes which results in a leaning of the mixture that actually reaches the cylinder. Because of this tendency a selection of Auto—Lean at start—up could result in too lean a mixture arriving at the combustion chamber.

The “Full Rich" or “Emergency“ position of the mixture control lever which at one time was fitted with a gate or a breakable witness-wire, was to by-pass the Automatic Mixture Control unit in the event of a malfunction of that unit. This position is being removed from Avalon carburetors and should be ignored. If the lever is placed in the "Full Rich" position, the carburetor will remain in the "Auto—Rich" mode.

AUTOMATIC MIXTURE CONTROL (AMC) units consist of a metallic bellows filled with nitrogen and an inert oil. The nitrogen provides temperature response and the oil dampens vibration.

By sensing barometric and temperature changes, the AMC unit enables the carburetor to provide the proper mixture for any given density altitude and/or temperature. lt should be noted that the temperature concerned is that of the air entering the carburetor. lf carburetor pre-heat is used on the ground prior to take-off, it should be discontinued for at least two minutes before take-off to enable the AMC unit to adjust to the ambient temperature. if pre-heat is removed immediately prior to opening the throttle for take—off, the AMC unit will be responding to the abrupt change in temperature during the take-off run which, in the event of a malfunction of the unit, could create a hazardous condition.

It Should be noted that regardless of engine speed or manifold pressure even when the engine is not running, the AMC unit is carrying out its function by sensing the temperature and barometric pressure and setting the mixture ratio accordingly.

If an Automatic Mixture Control unit is suspected as the cause of rough running, back—firing or other carburetor malfunction (assuming spark plugs are not at fault), the following check of the AMC unit should be carried out:

. Run engine at 1700 rpm in Auto-Rich

. Change to Auto-Lean and watch rpm

. If rpm increases by 25 or decreases by 60, the AMC is within limits

. If rpm drops by 8O, the AMC is not functioning properly and should be changed.


4.9.8 Carburetor HeatThe primary purpose in applying pre-heat to carburetor air is to prevent icing in the carburetor throat with consequent loss of power and possible loss of the engine. The secondary purpose is to achieve smoother running and fuel economy by aiding the vaporization process of the liquid fuel.

Proper use of carburetor heat will achieve both of these end purposes. However, improper use may create an icing condition where none existed (e.g. in the case of ice crystals at low temperature passing harmlessly through the carburetor being converted to icing deposits because of a rise in temperature caused by application of carburetor heat). Improper use may also create detonation and pre-ignition to a degree that will cause severe damage to the engine resulting in subsequent breakdown and failure.

Air temperature in carburetor systems may be measured in two places. One is at the induction point in the air scoop which is approximately the outside or ambient air temperature.

The second place is downstream from the carburetor just ahead of the supercharger impeller. This measurement is properly called “mixture temperature" as it indicates the temperature of the fuel and air charge. At this point the temperature is from 15 C to 35 C lower than the temperature of the dry air upstream from the carburetor. (This phenomenon is the cause of carburetor icing in warm weather and high humidity).

The actual amount of the temperature drop depends on such factors as ambient temperature, fuel-air ratio, rag effect, etc. The engine manufacturer has set 38 C as the maximum temperature to which air entering the carburetor may be preheated. (Desired is 32 when carburetor ice is imminent). this accommodates the maximum drop in temperature (35 C) that can be expected in the most extreme condition between air intake where the temperature is taken and the regions in the carburetor where ice is most likely to build up from water vapor in the mixture. The maximum limit of mixture temperature for safe engine operation is approximately 15 C.

It follows that great care must be taken in the use of carburetor air pre-heat with attention being given to the location of the thermometer giving the reading.

Air intake temperature maximum is 38°C.

Fuel-air mixture temperature maximum is 15°C.

If severe carburetor icing conditions exist on the ground, carburetor—air pre-heat may be applied subject to the foregoing limits. However, it is important that all pre-heat be removed not less than two minutes before take-off to enable the AMC unit to stabilize and set up the correct mixture.

Failure to observe this rule can cause lean mixtures on take—off due to the temperature response characteristic of the aneroid mechanism in the AMC. This could result in engine malfunction and combustion chamber distress during take-off or climb.


4.9.9 Fuel ConsumptionThe specific fuel consumption of the R-1830-92 engine fitted with a PD-12H-4-190 carburetor is considered to be .750 lbs. per BHP at full-power (1200 BHP), .720 lbs. per BHP at METO power (1050 BHP) and .550 lbs. per BHP at cruise power (550 PHB).

Other data, based on the assumption that everything is performing as it should, are:

Climb (A-R) 640-700 BHP (31" 2300 rpm) 110 USG/hr

Cruise (A-L) 600 BHP (27.0" 2050 rpm) 90 USG/hr

“ “ 575 “ (26.5" “ ) 86 “

“ “ 550 “ (25.5" “ ) 82 “

“ “ 525 “ (24.0" “ ) 78 “

“ “ 500 “ (23.0" “ ) 75 “

For flight-planning fuel requirements, assume that the aircraft will consume at least 80 Imperial gallons (100 US gallons) per hour in cruise configuration after climbing to cruising altitude. This is to compensate for possible errors in the fuel measuring systems.

For water-bombing, assume that the aircraft will consume 100 Imperial (125 US) gallons per hour during operations. During fast turn—around this will increase).

For single engine flight, assume a fuel consumption rate of at least 110 US gallons per hour.

For maximum endurance 500 BHP 23.0" @ 2050 rpm

For maximum range 525 BHP 28.25" @ 2050 rpm

4.9.10 Oil ConsumptionAs in any other engine, the oil consumption of the P&W S1C3G will vary from engine to angina due to various factors. More significant than a high out steady rate of oil consumption is an abrupt change in the rate. Such a change is frequently the initial indication of a deleterious condition in an engine.

The only way that this can be detected by maintenance in sufficient time to take any corrective action is for the oil tank replenishing record in the Flight Release Certification sheet (form AA2) to be maintained accurately by all concerned.

A sudden increase in the rate of oil consumption will alert maintenance and the frequency of oil screen inspections will be increased.

An important factor in the rate of oil consumption is the amount of operating time on the engine since overhaul. It is customary during the period immediately after an overhaul to use detergent oil until the rate of consumption stabilizes. Maintenance will then decide whether to change the type and grade of oil and the crew operating the aircraft will be informed. Pilots are to take particular care NUQH adding oil to an engine away from base that the proper type and grade of oil is used and that the record on the Flight Release form is correctly filled out.

As long as the records are kept properly and the temperature and pressure are normal, a high oil consumption (provided it is constant) is not cause for alarm.


A sudden increase in consumption should be drawn to the attention of the AME in charge and the oil screens pulled for inspection.

Some aircraft may be equipped with liquidometers incorporating a contents read-out on the instrument panel. These are to be considered as secondary aids with the dipstick reading being the primary method of measuring oil tank contents.

NOTE: Until further notice, all Avalon Cansos will use mineral (non-detergent) oil.

4.9.11 StarterThe original “PBY-5A and 28-5ACF aircraft were fitted with inertia starters which incorporated a flywheel that rotated at over 25,000 rpm and a clutch mechanism which, when engaged to the starter shaft dogs, caused the engine to turn through several revolutions. When the kinetic energy of the flywheel was spent, the starter continued to turn the engine by direct drive. To accomplish this, two switches, one to energize and one to engage (or 'mesh‘) were required. Unless the ignition booster coil switch was incorporated in the 'engage' (or 'mesh'} switch, it was necessary to operate a third switch for ignition boost during the starting procedure.

The system had both an advantage and a disadvantage with the latter being the greater. The advantage was that in the event of a dead battery, the flywheel could be energized manually with the float crank and the clutch engaged by pulling on a T-handle.

The disadvantage was that the engine could not be motored through slowly before starting to ensure that there was no nil in the lower cylinder heads. If oil had so collected, with the clutch

engaged, the energy stored in the spinning flywheel was sufficient to either break the cylinder head, bend a connecting rod, or both.

All Avalon starters have therefore been changed to the direct drive type. The booster coil switches are either incorporated in the starter switch or they are set up through the old 'engage' or 'mesh' switch.

In an emergency, when a starter is unserviceable, it is possible to start the affected engine with the good starter of the other engine by means of a rope extending from one propeller dome to the other. This is not to be done without prior permission from the Chief Pilot or the Chief Engineer, as it presents a personal hazard and if not done properly, unacceptable loads on the propeller domes.

Before declaring a starter to be unserviceable, the starter solenoid switch located on the engine fire wall should be checked. If this solenoid is corroded or dirty, it may be activated by a light blow with a hammer handle in order to get the engine started and the aircraft back to base.


4.10 Operation Limitations

4.10.1 AirspeedDesign Never Exceed-speed (VNE} 173 knotsCompany Never Exceed-speed(VNE Company) 145 knotsStructural Cruising Speed (VC) 137 knotsGear Lowering Max. 122 knotsGear Extended Max. 139 knotsFloat Lowering Max. 120 knotsMinimum Control Speed (VMC)(one engine out, propeller windmilling,floats and wheels up, live engine attake-off power 1200 BHP 48" - 2700 rpm 85 knotsStall (approx.) Level Flight 67 knots

4.10.2 PowerTake-off (S/L) 1200 BHP 48" - 2700 rpm

Max. (land) 1 minute

Max. (water) 2 minutes

Continuous (METO) 41" - 2550 rpm

Maximum RPM

This speed was formerly known as "combat maximum" and, while it was not recommended and only expected to he attained 2 or 3 times between overhauls, it was not considered to be harmful. An over-speed was then considered to be 3060 rpm, however, any rpm in excess of 3000 should be considered as an over-speed and reported to the AME in charge.

RPM vs MAP

To avoid harmful vibrations and counter weight distress, power settings should adhere to the rule that for every 1“ of MAP there should not be more than 100 rpm. e.g. if MAP is 20“ the rpm should not exceed 2000. In military operations requiring a power-off dive it was customary to bring both the throttle and pitch control back. This would give approximately 15" hg. and 1500 rpm which follows the rule. In such cases care must be taken when power is increased not to over-boost the engine.

Prohibited engine RPM

All engines are designed to operate at certain sections of the speed range. Basically these are idle, cruise, climb and take—off, and by means of counter weights harmful vibrations at these speeds are smoothed out. Because of the laws of physics, certain speeds between the


selected operating speeds will create harmful vibrations and resonances. In the R-1830-92 the speed ranges that should be avoided, except for transition to other speed ranges, are:

1750 — 1850 rpm

Maximum engine speed in "Auto-Lean" mixture is 2100 rpm.


4.10.3 WeightWhen loading an aircraft it is essential that the maximum gross weight is not exceeded and the center of gravity of the loaded aircraft is within the permissible range and remains so during the flight. This can only be assured by accurate completion of the aircraft weight and balance forms, and adherence to its programmed fuel usage. Instructions for completing these forms are contained in pilots* operating handbooks. Actual passenger weights should be used, but where these are not available the following average passenger weights, which were arrived at by an Air Line/Transport Canada survey, may be used.

SUMMER (Mar.15 - Dec. 14 incl) WINTER (Dec.15 - Mar.14 incl)

182 lbs. * MALES (12 yrs up) 188 lbs.

135 lbs. FEMALES (12 yrs up} 141 lbs.

75 lbs. CHILDREN {3-11 yrs} 75 lbs.

30 lbs. ** INFANTS (O-3 yrs inc.} 30 lbs.

* A group of large males, such as a football team, are to be accounted for separately at not less than 215 lbs. each.

** Add in where infants exceed 10% of adults.

NOTE: where no carry-on baggage is permitted or involved, the weights for males and females may be reduced by 8 lbs.

4.10.4 Actual WeightsActual weights are best determined by weighing each passenger, including exterior clothing and articles of carry-on baggage. Where weighting scales are not available, and Standard weights are not suitable, weights may be determined as follows:

(a) ask each passenger for his/her weights;

(b) add on allowance for clothing;

(c) add on 10 lbs. per passenger, except infants, if carry-on baggage is permitted.

NOTE: Clothing is not normally worn during personal weight measurements. An allowance of at least 8 lbs. In summer, or 14 lbs. in winter, should be considered.



4.11 BalanceThe datum of the aircraft is the rear face of bulkhead 5 [at the step). The reference datum is 302“ forward of this, which is a point about three inches aft of the bow nose. This method obviates any problems that might arise from displaced bow bumpers,, etc.

The forward CG limit is at 22.9% of HAC (station 242.2}

The aft CG limit is at 28.5% of MAC (station 252.5}

A convenient method of computing the Center of Gravity of the Canso is shown on the opposite page. To use this system, the index number must be used as a starting point - the formula for computing the index number is:

PBY-5A = 70 - weight (251.0 – Arm) / 10,000

Empty Weight (actual) : 20.339 lbs

4.11.1 C.G. RangeGear down :Forward CG limit: 22.9 %MAC (Sta. +242.2)Aft. CG limit: 28.2 %MAC (Sta. +251.0)

Effect of LDG retraction: +12485 in.lbs.Ref. Datum: 302 in. forward of step (bulkhead N°5)MAC: 165.3 in., L.E. of MAC Sta. +204.4

4.11.2 WeightsEmpty weight N9767: 20.339 lbs (9.225 kg)Maximum Take-off & Landing weight: (land) 27.880 lbs. (12.646 kg)Maximum Take-off & Landing weight: (rough water) 27.300 lbs. ( 12.383 kg)

Maximum baggage

Compartment

(hull stations)

Total Capacity

(lbs./kgs)

C.G.

(Approx.)

2-4 3740 lbs. (1696 kg) +172

4-5 936 lbs. (424 kg) +266

5-6 4100 lbs. (1859 kg) +344

6-7 3240 lbs. (1469 kg) +422


C-FCRR has an empty weight of 19,293 lbs in 1982

C-FCRR has an empty weight of 19,293 lbs in 1982

WarningAt max gross weight, you cannot

have full fuel tank loading

WarningAt max gross weight, you cannot

have full fuel tank loading

4.12 ManoeuvringsThe following manoeuvrings are prohibited;

Loop, Immelman, Turn Inverted Flight, Roll wingover, Spin, Chandelle ,Vertical Turn

4.13 Load Factor Limit (Flight)Gust Pos. 2.84G Neg. .84G @ Vc (137 knots}

4.14 Crew compositionMinimum number in the crew of a modified Canso {with the Engineer's position removed) is two.

4.15 Wave heightThe maximum wave height for a fully loaded Canso (30,500 lbs.) has been set at two feet. However, more important than wave height or wave action is a swell condition.

A "swell" can be defined as a basic, deep-wave created by a long range movement of water rather than by local wind. Frequently waves may be up to 90 across a swell giving a “cross-chop" condition. It is important to direct any landings or take-off parallel to the swell rather than into the wave.

Therefore operating in one foot waves across a swell is more hazardous than operating into or across two foot waves along a swell. Note that swells may be primary and_secondary, in which case a basic swell has superimposed on it a second one at a different angle. The rule with swells is to avoid them if possible. If not, try to land and take-off along them.


4.16 TaxiingTaxiing (Land)

The nose-wheel is designed to caster 30 to either side of the center-line. whenever it is necessary to exceed this amount, the nose-wheel oleo scissors-bolt is easily removed as it is locked with a spring safety-pin.

When parking, the nose-wheel should be lined up fore and aft so that it will resist any weather-cocking effect created by a cross-wind and also to make either a right or left turn possible when taxiing is started. Before attempting to taxi the airplane, the scissors-bolt should be checked to see that it is in place and the angle of the nose-wheel noted. If the nose-wheel is canted to the opposite side to which an immediate turn is to be made, it is preferable to line it up manually with a bar inserted into the axle rather than to force it around by differential engine and brake.

When moving the airplane from one parking place to another with the interior control locks in place, it is preferable to operate the airplane from the right hand seat leaving the control lock bar in place. However, for extensive taxiing the locks, including the rudder lock, should be removed. The purpose of the rudder lock is to prevent damage to the rudder caused by wind when the aircraft is unattended. lt was never intended for the rudder to be held in neutral by the lock with steering being accomplished by violent use of the brakes and engines. The airplane is quite easy to taxi with differential use of the engine and full rudder application assisted when necessary by moderate use of the brakes.

If the airplane should become stopped by the main-wheels sinking into soft turf or sand, do not compound the problem by using engine power to attempt to move it. Extra thrust with the main-wheels stuck will only dig the nose-wheel in deeper.


Taxiing (Sea)

Care should be taken to see that such things as heater air intakes, hatches, etc. are closed to prevent shipping of water during taxiing and, in some aircraft, it might be advisable to have the bilge pumps in operation during lengthy periods on the water.

Slow taxiing may be augmented by the lowering of the undercarriage.

When the undercarriage is being lowered on the water, the buoyancy of the wheels creates a resistance to Full extension. To attain full extension and down-lock on the water, the use of the electric or hand hydraulic pump in addition to the engine driven pump is recommended. Care must be taken to lower the wheels at slow taxi speeds. Except in emergency situations such as when collision with another vessel or running aground are imminent, the land undercarriage should not be lowered at high taxi speeds. Under no circumstances should the wheels be lowered when the aircraft is taxiing on the step.

Fast taxiing may be done on the step when conditions are suitable. At such times the cowl flaps should be in the open position.

If it is noted that an excessive amount of water is entering the compartments behind the pilot seats, the bilge pump should be turned on and the aircraft either taken off or taxied into shallow water and the gear lowered. If an excessive amount of water is found to be entering the forward compartments, a decision must be made to either:

(A) Attempt a take-off, or:

(B) Taxi at high speed to shallow water and lower wheels, or:

(C) Taxi at slow speed to shallow water as in {B} with bilge pumps turned on assisted by manual bailing if possible.

A decision to taxi slowly as in (C) would be made if it was found that high speed as in (B) resulted in a noticeable increase in the rate of water intake. Each situation is different and the Pilot-in-Command must take whatever action he sees fit under the circumstances.

lf increase in power is followed by a nose-down pitch which cannot be overcome by full back movement of the control column, a take-off or step—taxi is impossible. ln such circumstance action as in (C) would be advisable.

lf sinking is imminent, the landing gear should be lowered into the full-down position. This will increase buoyancy and in shallow water may keep the engines from being submerged. In any case, the gear—extended configuration will make subsequent salvage operations easier.

When taxiing on the water, particularly in navigable waters such as harbours, canal systems, etc. an aircraft is considered to be a power vessel subject to maritime regulations. ·

While Captains of Canso aircraft are not at present required to be fully acquainted with marine law, they should be aware of their responsibilities and duties in the matter of maritime traffic and signals procedure.


The navigation lights on the aircraft are suitable for use on the water at night while in motion and one white light is required for all vessels at anchor. In addition, a ship's siren is mandatory and a knowledge of the basic aural signals is essential.

The siren may be in the form of a compressed air horn used by small boats. The main signals that may be encountered are:

- one short blast means "I am altering my course to starboard";- two short blasts means "I am altering my course to port".

The same information may be given by light signals (flashes of light} instead of blasts on the horn. Other signals that may be of importance ere:

- two prolonged blasts followed by one short blast means "I intend to overtake you on your starboard side";- two prolonged blasts followed by two short blasts means "I intend to overtake you on . your port side".

The vessel about to be overtaken shall indicate her agreement by the following signal: — one prolonged, one short, one prolonged and one short blast, in that order.

When vessels in sight of one another are approaching each other and from any cause either vessel fails to understand the intentions or actions of the other, or is in doubt whether sufficient action is being taken by the other to avoid collision, the vessel in doubt shall immediately indicate such doubt by giving at least five short and rapid blasts on the whistle. Such signal may be supplemented by e light signal of at least five short and rapid flashes.

It should be noted that while a seaplane or flying boat taxiing down-wind is supposed to be given the right-of-way by other powered vessels, very few operators of small boats are aware of this, so Canso pilots should govern themselves accordingly. Also, sail boats have the right—of—way over an aircraft that is under way and pilots must be prepared to give way to such craft. Small boats should not be allowed to approach a Canso when the propellers of the aircraft are turning. On start—up if the aircraft is not moored, the immediate area should be clear of small craft and other obstructions as the Canso will start moving in the water when the engine is idling.


4.17 Oil Tanker (Use as)Whenever a Canso is used for tanking fuel oil, the following placards shall be displayed:

“WHEN USED AS AN OIL TANKER THE STARBOARDTANK SHALL BE ISOLATED FROM THE MAIN FUELSYSTEM BY DISCONNECTING THE MAIN CONNECTORHOSE AT THE SHUTOFF VALVE"."STARBOARD TANK ISOLATED"

Beside the port fuel tank filler cap this placard shall be placed:

"AVIATION GAS ONLY IN THIS TANK".

when the Canso is being used to tanker fuel Oil, the Following placard shall be exhibited by the Starboard fuel tank.

“NOT MORE THAN 640 IMP. GALLON5 OF FUEL OIL SHALL BE CARRIED IN THIS TANK”.

In no instance will the weight of fluid carried in the isolated tank exceed the weight cf a full tank of aviation gas (5184 lbs.).

NOTE: The above data are taken from the Canadian Type Certification.

4.18 Fuel measuring (Use of dipstick)The most reliable method of checking fuel contents is by means of a dipstick with suitable markings showing contents in gallons. It is important to note that there are two systems of graduation on the Canso fuel tank dipstick. One is for measuring tank contents when the aircraft is on the land and the other when it is afloat.

In dipping fuel tanks, care must be taken to avoid bottoming the dipstick on the top of a 1é" deep structural flange or rib that runs span-wise on the lower tank surface instead of the actual bottom of the tank. The bottom of the dipstick should be on the forward side of the fuel tank filler opening. Dipping the fuel behind the rib will give a higher reading indicating more fuel in the tank than there is.

Fuel tanks of the Canso must be checked by means of the dipstick prior to every flight. The crew member dipping the tanks will also check oil quantities and will take note of the conditions of the cowl gill bolts and brackets on the upper side of the engine as these are not visible from the ground.

4.19 Carburetor HeatMaximum pre-heat (measured at air intake) is 38°C. This results in a maximum of apparently 15°C in the manifold (i.e. mixture temperature).

4.20 TowingThe Canso is normally towed with a special tow-bar that fits onto the axle of the nose-wheel. Before towing the aircraft in this manner, the scissors bolt must be removed. This enables the nose-wheel to castor beyond the maximum BO limit. If the bolt is not removed and the


wheel is turned beyond the limit, damage results. when operating away from base it is the responsibility of the Captain to see that the scissors bolt is removed before towing and replaced before taxiing.

lf the main wheels become stuck in soft ground, it is good practice to place heavy planks in front of the wheels before attempting to tow it. If it does not move readily, it may be better to move the aircraft backward. In this case, in order to avoid straining the nose gear attachment, a bridle should be placed between the main wheel trusses and the tow bar attached to the half-way point. This method may be used for forward towing as well. In either case the apex of the V point of the bridle should be at least fifteen feet forward or aft of the main wheels. The bridle should be heavy nylon rope. Personnel should not be allowed near it when it is under tension. when the aircraft is under tow, a qualified person should be in the pilot's seat to operate the brakes if required.

4.21 Performance Data

4.21.1 Stalling SpeedThe TIAS at point of stall varies with weight, con figuration, position, error, etc. and it is difficult to accurately state the stalling speed of even a given aircraft, let alone a fleet of eight. Stalling speed for Avalon Cansos has therefore been set at 67 knots and the air—speed indicators have been so marked. The stall is very gradual and with or without power, the airplane settles as it approaches the stall. Indication of an approaching stall is a slight tail shake which increases as the stall becomes more evident.

In a steeply banked turn, the Canso shows no tendency to spin as it approaches the stall. However, with one engine out, too short a turn towards the dead engine can provoke a spin.

Spin recovery is said to be normal. Deliberate spins are prohibited.

4.21.2 Cross WindTakeoffs and landings in 15 knot 90 degree cross winds have been demonstrated with no adverse control problems.

In an emergency situation calling for a water landing in a strong cross wind, the floats may be left up until after touchdown and the aircraft is under control on the surface.


4.22 EmergenciesA pilot's ability to cope with an operational emergency varies in proportion to the amount of knowledge, training and discipline he/she possesses. Pilots are able, through the annual training program, to refresh their memories and to practice simulated emergency procedures. This must be augmented by constant vigilance and study if a safe standard of professionalism is to he maintained. This Section is intended as a guideline and aidememoire. The Training Manual should be consulted for more detailed information.

4.22.1 ENGINE FAILURE ON TAKE-OFFVmc of the Canso has been set at B5 knots (military manuals show it as B3 knots}. It should be carefully noted that this is with the good engine at full power and gear and floats fully retracted. `

If doubt exists as to whether the aircraft can maintain speed in excess of Vmc and clear all obstructions then a landing should be made immediately.

If it is decided to continue the take-off after an engine failure the Basic Drill applies as it does to all engine-failure procedures.

However, owing to the proximity of the ground and the possibility that decaying airspeed and loss of ground effect may make themselves felt, no time should be lost in carrying out the C-P-D-I drill.

CONTROL

must be maintained so that high obstructions can be avoided and a rate-of-climb initiated.

POWER

is already at take-off setting on the good engine.

DRAG

must be reduced by feathering the engine that has failed and by raising the wheels {or Floats). IF the starboard engine has failed {except in GLX and CHR) the auxiliary hydraulic

pump must be switched on. (Some pilots exercise the option of turning the auxiliary hydraulic pump on for all land take—offs).

Remember that the gear will take longer to retract if only the auxiliary pump is used . The floats take about twenty seconds to retract and lock up.

IDENTIFY

the immediate indication is the "Dead Foot - Dead Engine“ rule, but this should be confirmed by closing the throttle of the suspected engine. when the failed engine is positively identified, it may be feathered and this should only be done by the pilot. He may elect to feather or he may wait until the throttle is closed. He may also order the co-pilot to push the feather switch. If he does so, he must include in his verbal command the identify of the engine and he must see that the copilot is touching the correct button. It is the responsibility of the pilot to see that the correct action is taken. After feathering is complete, the co-pilot will carry out the shut-down drill, using the Check List.


4.22.2 ENGINE FAILURE DURING CRUISEMore time is available to handle an engine failure during cruise, but the "CONTROL-POWER-DRAG—IDENTIFY" drill must still be followed. The balance of the action for shut-down or fire drill is carried out using the Check List. Trim for single engine flight should be set up for "hands-off" flight with rudder first and the aileron second. Banks should be made with the dead engine high and only shallow banks should be attempted.

4.22.3 RUNAWAY PROPELLERThis situation usually results from a malfunction in the propeller dome rather than in the governor. It can manifest itself as an over speed mode caused by the blades going into “flat" pitch or it may range through several pitch changes in a short period of time. If the pitch control lever movement has no effect on the propeller and if the feathering system fails to function, the propeller is uncontrollable and if not brought down to a safe speed, may cause disintegration of the engine. Immediate action is to stop the engine by Idle Cut Off and at the same time reduce the airspeed to as low a value as possible commensurate with safety.

Land as soon as possible.

4.22.4 ELECTRIC FAILUREIf power is lost slowly and gradually, a generator failure is indicated. In this case, all power should be shut off to allow the battery to regain a small amount cf power chemically.

An instantaneous loss of power is usually a battery problem and the first thing to check is the battery connection. In the Canso, due to the practice of disconnecting the battery manually at frequent intervals, the connector is sometimes easily displaced.

In all cases of electric failure the possibility of fire should be considered and an investigation carried out. (The carrying of Flashlights by Canso pilots is mandatory}.

4.22.5 FIREIn Engine Area - Carry out drill for in-flight engine shutdown. Ensure that engine is stopped, fuel shut-off closed, firewall valves closed and cowl gills closed before using extinguisher.

In Cabin Area - Use portable fire extinguisher and guard against inhaling smoke fumes. Do not ventilate cabin for smoke evacuation until fire is OUT.

Brake Fire - Leave brakes off, approach with caution as tire and wheel may explode. Use powder type extinguisher or sand. DO NOT USE CO2 extinguisher or liquid. Guard against re-ignition.

Heater Fire — Turn off fuel supply, close air intake and operate extinguisher. Do not re-ignite heater.

4.22.6 HYDRAULIC FAILUREIf the engine driven pump fails, use auxiliary (electric) or emergency (hand} pump. Remember that these two pumps use a smaller supply line and take longer to raise the gear than the engine pump(s).


If no pressure can be raised, there may be a loss of fluid from a ruptured line. In this case, the bomber isolation valve should be closed ("OFF") in the hope that the leak is in the bomber system. Some pressure may be raised by using the hand pump for braking action.

In the event of complete pressure loss, the brake accumulator will provide several brake applications from residual air pressure. with zero hydraulic pressure, use brakes

sparingly - avoid repetitive application of brakes. Shock wheels securely after coming to a stop as the parking brake will be ineffective. with zero hydraulic pressure, the wheels cannot be raised in flight. However, they can be lowered manually

4.22.7 FORCED LANDING PROCEDURE - WATERThe Captain will advise other crew members of emergency.

The crew man will ensure that all safety belts are fastened and that life jackets are worn and properly fastened.

Life jackets should not be inflated until passengers are outside the aircraft, as the extra bulk could impede the evacuation through emergency exits.

A normal landing will be made and in event a heavy swell is prevailing, the landing is to be made along the swell, in this respect it may be advisable at the pilot‘s discretion to leave the wing floats in the half down position until after touchdown to minimize the possibility of digging a float into the water.

4.22.8 AFTER TOUCHDOWNIf landing is accomplished safely and aircraft remains afloat, passengers and crew will remain on board.

If possible, Pilot will beach the aircraft and take action as the situation demands.

If after touchdown the aircraft is damaged to the extent that it has to be abandoned, the Captain will take charge. Crew man will launch rubber dinghy, Co-Pilot will assist

passengers to evacuate aircraft.

If there is sufficient time, passengers will leave aircraft by passenger entrance directly into the dinghy if possible.

lf aircraft is in danger of sinking immediately, crew will assist passengers through nearest exit. IMPORTANT: Ensure that all life jackets are inflated immediately passenger is outside aircraft.

The Captain will ensure that all passengers and crew are accounted for. If on landing the aircraft is damaged to the extent that it is partly submerged, both Pilots will abandon aircraft ‘ through cockpit escape hatch and endeavor to reach and open all normal and emergency exits from the outside and assist any passengers to the best of their ability. The crew man will endeavor to open emergency and/or normal exits and assist passengers as best as possible.

NOTE: Once outside the aircraft the Captain will survey the situation and decide what action should be taken, unless the damage is very severe it may be advisable to remain with the aircraft as a PBY has been known to float for some considerable time, especially if the wing tanks are empty.


4.22.9 FORCED LANDING PROCEDURE – LANDIn the event a forced landing is inevitable as the result of loss of both engines or other reasons, the following instructions will serve as a guide in directing the action

of the Flight Officer. It is not considered advisable or feasible to set down definite rules or procedures in an effort to entirely cover such a grave situation, as circumstances and conditions will influence the decisions made by the Captain whose prime consideration will be the safety of his passengers.

The Captain will, as quickly as possible, select the most suitable area in which to effect the landing, providing the radio station, to which he has been tuned, with as much pertinent information as it is possible at the time.

The First Officer will. if time permits, make a survey of engine controls and instruments in an endeavor to establish the cause of the engine failure - if this has not already been determined.

The First Officer will switch on passenger warning light, advising crew man if possible.

Heater switch — Off.

Captain should, if possible, get to the leeward of the area chosen for the landing.

For such emergency landings, the undercarriage should be retracted unless the Captain has no doubt about being able to effect a normal safe landing with gear extended. Such action might be justified, for instance, in the event that a landing is to be made on the frozen surface of a lake familiar to the Captain as to thickness of ice - depth of snow, etc.

The importance of reducing drag as much as possible cannot be over-emphasized, and undercarriage must be fully retracted until such time as they are required for landing.


4.23 Fire Fighting operations(Extracts from Field Aviation Company manuals)

Flying and flotation characteristics of the aircraft have not been changed.

The aircraft may be used for passenger and freight carrying with the same limitation as in unmodified aircraft. However, the following additional must be carried out:

• Water master switch must be OFF

• Water hydraulic isolation valve must be OFF

• Stiff leg safety brackets must be installed

• Probe safety bracket must be installed.

You should use the “PBY-5A - FIRE FIGHTING CHECK LIST” for fire fighting operations in addition to the standard check-list.

IMPORTANT : When being operated as a fire fighter, the aircraft is restricted to only that crew necessary for the operation.

Fire fighting tactics

It has been observed that the effectiveness of Aerial Tankers increases much more than proportionately to the rate of delivery. This mean then the following :

1. Two aircraft working on one fire are much effective than twice as effective as one.

2. If one aircraft increases its rate by a certain percentage, its effectiveness will increase much ore than that percentage

3. Fifteen loads delivered in one hour will produce much more effect that fifteen loads delivered in one-hour-and-one-half

With safety as a first consideration, the operation should be set up such that the highest possible rate of delivery is achieved.

Seconds wasted on the water by loss of speed not only consume more time and more lake run, but also produce more wear and tear on engine and airframe, not to mention the pilots.

Downwind and crosswind loading runs are permissible in winds up to 15 MPH as a means of increasing delivery rate, but should be used only when they satisfy all consideration of safety.


PART 4


5 Troubleshooting – Frequently asked questions (FAQ)

• I got an error message in X-Plane while loading the aircraft :

This add-on has been developed for X-Plane V9.62 and above. You should update your X-Plane to at least this version. Go to x-plane.com and grab the updater in the download section.

• Whenever floats are up or down, the aircraft has the same bank in water :

X-Plane doesn’t allow to reproduce the float raise so, to be more convenient, invisible floats are always down. But lower the floats affect drag has in real.

• My aircraft has a weird behavior, controls doesn't respond as they would :

It may be caused by plug-in provided with other aircraft. Try to deactivate them in the plug-in menu or move them out of the plug-in folder and then restart X-plane.

• My aircraft jerks on the ground, even with engine not running :

Try to adjust the number of flight models per frame in the “Operations & warnings” menu. A good value is within 2 and 3 for all aircraft and should be more (3-4) for light aircraft and helicopters. It has a limited impact on fps and you should always lower rendering setting instead of lower this value to get higher frame-rate.

• Does this add-on will works in X-Plane 10 ?

Sure. It will be updated along the run of X-plane 10 and you will receive free updates via the store you purchased the add-on. If not, contact support of the store.


http://www.x-plane.com/

6 CreditsEngine sounds courtesy of Trev Morson - The DC-3 Hangar - (see Read-Trevs.txt)Switches and check-list panel artwork by KHAMSIN STUDIOAir France textures courtesy inspired from Jan Kees Blom worksMany thanks to Field Aviation for their help with Water Bomber modification researchMarginal for is great script of import/export with blenderWm Wren Stine for is Propeller Design PackageCustom sounds from universal-soundbank

Testing and debugging:Valentin DiakhatéXPFR team (xpfr.org)

Any problems ? Contact us at : [email protected]

7 Updates historyDecember 2004First version of the PBY-5A for X-Plane V8.00

February 2006First 3D cockpit for C-FCRR for X-Plane 8.32

October 2006Second version of the PBY, full 3D model, from nose to tail, for X-Plane 8.50

August 2008Starting development from scratch of version #3 for X-Plane 9

November 2011Third version of the PBY for X-Plane 9.62 and above

December 2011Release of Version 1.1, which introduce SASL plug-in enhancement, X-Plane 10 compatibility and some bug fixes.

January 2012Release of Version 1.15, which introduce customs sounds and some bug fixes.

July 2012Release of Version 1.2, which introduce 3D engine sounds, pop-up panel, easy modes and some bug fixes.

September 2012Release of Version 1.3, which introduce copilot, hydraulic system simulation, switches, check-list and view pop-up panels and some bug fixes.


mailto:[email protected]

http://xpfr.org/

http://www.universal-soundbank.com/

http://www.fieldav.com/

http://khamsin.org/

http://www.douglasdc3.com/

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