Lockheed Hercules C-130H Qualification/Evaluation Manual Download

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C-130H “Hercules”

Qualification/Evaluation Guide

418 FLTS

Oct 2012

Summary of Contents for Hercules C-130H

Page 1: ...1 C 130H Hercules Qualification Evaluation Guide 418 FLTS Oct 2012...

Page 2: ...2 Intentionally Left Blank...

Page 3: ...heed Fowler type wing flaps DIMENSIONS Wing span 132 feet Length 98 feet Tail height 38 feet WEIGHTS Maximum combat weight 175 000 pounds Max normal start taxi 155 000 pounds Max landing weight 155 00...

Page 4: ...operational limitations that affect the range payload of a specific mission takeoff temperature and pressure altitude runway length required departure climb gradient maximum landing weights etc For ex...

Page 5: ...ed to maximum landing weight for assault landings of 130 000 lbs In a tactical situation where fuel must be tankered the allowable cargo rapidly decreases from the 42 000 lbs maximum Because the origi...

Page 6: ...y 1980s the C 5A was rewinged and the production line was restarted and 50 C 5Bs produced the C 141A was stretched into the C 141B and 60 KC 10s were acquired as tanker with significant cargo capabili...

Page 7: ...d a design requirement that it be transported for 1000 NM by the C 130 and arrive ready to fight While the Army ultimately demonstrated the ability to transport the 38 000 lbs Stryker in the C 130 the...

Page 8: ...8 COCKPIT C 130H1 or H2 Instrument Panel C 130H3 Instrument Panel...

Page 9: ...is set Power ON stalls can result in very low indicated airspeeds and high pitch attitudes which can result in unusual attitudes The horizontal tail is fixed with pitch control provided by an elevato...

Page 10: ...sures high power settings and at elevated side slip angles This reduction in directional stability is manifested to the pilot as a low rudder force gradient small rudder forces produce large side slip...

Page 11: ...oo low to be noticeable at the low airspeeds where rudder force lightening is most likely to happen To avoid over control excessive side slip angles and rudder overbalance reversal in rudder pedal for...

Page 12: ...urbo propeller aircraft occurs at much slower speeds in the envelope The excess power characteristics translate to lower speeds for best angle of climb and best rate of climb for the C 130 relative to...

Page 13: ...ing as airspeed increases The thrust available from a jet aircraft tends to be relatively constant at subsonic airspeeds The following diagram compares the power available and power required between s...

Page 14: ...ormance diagram presents airspeed V versus turn rate with airspeed on the horizontal axis and turn rate on the vertical axis Overlaid on the chart are lines on constant turn radius R R V Additionally...

Page 15: ...excess power characteristics Maximum effort takeoff operations are conducted at significantly slower airspeeds than normal takeoffs to take advantage of the greater specific excess power The maximum e...

Page 16: ...creasing airspeed at slow speeds Relative to a swept wing jet aircraft the C 130 has a much larger difference between best rate of climb airspeeds and practical cruise airspeeds This shows up in C 130...

Page 17: ...he region of maximum specific excess power where the aircraft s climb rate is maximized With multiple 28 foot extraction parachutes deployed outside the aircraft maximum thrust will be need to stay al...

Page 18: ...turbofan engines Turboprop efficiency comes from the propeller accelerating a relatively large amount of mass flow at a relatively low velocity Gas Generator The gas generator or engine consists of a...

Page 19: ...high ambient temperatures the engine is TIT limited Reduction Gear Box In order to obtain the mass flows with a reasonable cross section the compressor of the gas generator is required to operate at...

Page 20: ...Since a large portion of the wing is bathed in the propeller wash not only does the thrust increase quickly the addition of power increases the lift coefficient at a constant angle of attack Ground a...

Page 21: ...the propeller The C 130 uses this feature to slow the aircraft during taxi and after landing Reverse thrust can be used on the ground only Reverse thrust is used to slow the aircraft during rejected...

Page 22: ...to unfeather the propeller In a variable pitch propeller the blades are turned in the hub about their longitudinal or pitch change axis The mechanism provided to produce this pitch change must be capa...

Page 23: ...up a single shaft turboprop meaning the engine and propeller are mechanically connected During some flight conditions especially at high airspeed and low power during engine control transients or foll...

Page 24: ...is changed so that the blades have their leading edge pointing into the direction of flight offering minimum resistance to the airflow This mode allows the propeller rotation to be stopped without add...

Page 25: ...fety coupling acts as a mechanical fuse that minimizes the drag from a propeller that fails to feather If an in flight decoupling occurs the flight manual directs that the engine be immediately shutdo...

Page 26: ...protect 1083 C Takeoff TIT limit TD correction lights illuminated Schedules TIT as a function of throttle position Reduces fuel flow to protect 1083 C Takeoff TIT limit TD correction lights extinguis...

Page 27: ...erature condition is sensed the TD system will respond by unlocking the existing fuel correction and reducing fuel flow The locked position is functional only if the TD system is in the temperature co...

Page 28: ...hinge moment between the pilot and the hydraulic cylinders The flight control system is reversible as the control surfaces are mechanically connected to the rudder pedals and yoke and the control forc...

Page 29: ...n When the flaps are in the 0 15 percent extended range the hydraulic pressure to the booster assemblies is reduced to about half the normal value to prevent overload at high speeds When the flaps are...

Page 30: ...30 uses a low impedence single plug military style headset There are two interphone systems a flight interphone labeled INT on the intercom panel and a HOT MIC interphone system Operation of the fligh...

Page 31: ...aps between UHF1 and UHF2 To clear the scratchpad press the CLR button To enter a discrete frequency Enter a frequency directly including the decimal point e g 318 1 into the scratchpad and line selec...

Page 32: ...rs engine driven power sources loads and return lines The utility hydraulic system is powered by engine driven pumps from engines 1 and 2 while the booster system is powered by engine driven pumps fro...

Page 33: ...t not flying PNF or pilot monitoring normally Makes configuration changes exception because of their locations the copilot always moves the landing gear and condition levers Makes and answers radio ca...

Page 34: ...to become distracted running checklists A complete set of flight manuals is carried and should be consulted during abnormal situations or emergencies The remaining crewmembers not flying the aircraft...

Page 35: ...ded and maximum speed should be limited Do not exceed maximum recommended airspeed in greater than moderate turbulence Flaps 50 180 KIAS Landing gear operating extended 165 KIAS Flaps 100 145 KIAS Ram...

Page 36: ...tation The oxygen regulators and mask should be carefully checked prior to each flight Following preflight the oxygen regulators are left in the 100 O2 ON position to provide protection from inhaling...

Page 37: ...37 Eyewash pin in open extended position...

Page 38: ...nsure eyewash pin in IN Breath 3 cycles watch blinker for black when breathing in white when breathing out Hold breath blinker should show black then open eyewash purge valve A white indication on the...

Page 39: ...ontrol 9 Seat recline lever 5 Horizontal adjustment lever 10 Vertical adjustment lever There is no published standard seating position for the C 130 The pilots should ensure that the seat position pro...

Page 40: ...hecklist Normally the engines are started using bleed air from the APU Starting order is 3 4 2 1 The pilot starts each engine in turn once cleared by the loadmaster Pilot Clear number 1 2 3 4 engine L...

Page 41: ...the last action and release the starter The starter should be kept engaged to purge the engine of combustion products and provide airflow to prevent a stagnation During engine start observe Starter li...

Page 42: ...42...

Page 43: ...he desired speed change then return the throttles to ground idle If you only go part way back you are only heating up the oil and won t see much resultant slowing of the aircraft The use of low speed...

Page 44: ...taxing must be accomplished by the left seat pilot using the steering tiller Turns with brakes locked on one side are prohibited When possible avoid braking in turns since damage to gear and or suppor...

Page 45: ...down to a crawl 3 5 knots then let the speed build up again Upon completion of the Before Taxi checklist the left seat pilot will release the parking brake Hold the brakes until the marshaller signals...

Page 46: ...l power is required both engine limitations must be closely monitored to avoid exceedances Torque 19 600 in lbs maximum Turbine inlet temperature TIT 1083 maximum A normally functioning temperature da...

Page 47: ...nction of throttle position If wind gusts are called increase rotate takeoff approach threshold and touchdown speeds by the full gust increment up to a maximum of 10 knots Since the C 130 does not hav...

Page 48: ...pilot s controls Removes left hand from tiller Remainder of takeoff roll all takeoffs Normal Obstacle Clearance Begin rotation at 5 knots below VTO PM at VGO Call GO Rotate to a target pitch attitude...

Page 49: ...d airspeeds the aerodynamic loads on the propeller may cause it to start driving the gas compressor Activation of the negative torque system NTS may be the result NTS operation is indicated by oscilla...

Page 50: ...post the speeds to a card Technique to aid in the identification of skewed flaps for which there is no protection do not call for the flaps to be moved unless stabilized at a stable bank LANDINGS The...

Page 51: ...nd the extra drag must be accounted for during flare and power pull To land via rudder input in the flare fly the aircraft on a drift killed heading until in the flare As the aircraft is about to touc...

Page 52: ...t flying Pilot Monitoring Yoke hand put aircraft in three point attitude and continue to fly yoke Throttle hand throttles to flight idle power remains at flight idle until flaps and trim are reset Fee...

Page 53: ...nd go After Takeoff Checklist Simultaneously Advance power towards maximum Stop when reaching 1010 C TIT 19 600 in lbs Full throttle Lead with rudder Step on the ball Bank 5 away from inoperative engi...

Page 54: ...pedal nose wheel steering coordination is required during full stop landings to assure that one pilot is controlling the yoke at all times Left seat full stop landing Pilot Copilot Left hand put aircr...

Page 55: ...55 ENGINE RUNNING ON OFF LOAD The LM will deplane out the crew entrance door and create a barrier with his intercom headset cord Personnel should enter and exit FORWARD of the LM s cord as shown below...

Page 56: ...ng Brake Call for Help Shut down the aircraft Exit the aircraft through the crew entrance door primary Signals for Emergency Egress Bailout Bailout Bailout over interphone or public address or long su...

Page 57: ...re propellers to reverse may result in complete loss of directional control Landing at the first indication of directional control difficulties during reversing immediately return all throttles to GRO...

Page 58: ...ots ideal runway distance permitting Refusal speed is based on immediate and full application of the wheel brakes It is common practice on long runways to use symmetric reverse thrust as much as possi...

Page 59: ...mmetric operating engine Reverse thrust should be selected only on the symmetric pair of operating engines inboard or outboard TERRAIN WARNING WIND SHEAR ESCAPE MANEUVER 1 Immediately and simultaneous...

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