advanced scale models C-130 Hercules Instruction Manual page 12

This applies at all times and is done for a reason. Losing an engine at any time will
result in a swing of some kind. The magnitude of the swing will depend on whether it
is an inner or outer that is lost. The swing will be at its worst if it is an outer. If the
inners are always at a high power setting when adjusting the outers that swing risk can
be minimised. Always have an engine 'spotter' alongside you who can see which prop
is stopped. You will know which side from the resultant swing. Your first reaction
should be opposite rudder to correct the yaw, not aileron. Your spotter will tell you
which engine is out and you can then reduce the power on its opposing paired engine.
Unless you are very low, go back to idle on this engine but never more than 25%.
Make sure that the other pair are put to full throttle to stabilise things and give you
time to think. She will maintain height on two engines and might even climb a little. If
you have time, re-trim the rudder for straight flight.
Golden Rule 3 – Never turn into a dead engine, always turn away from it.
If the other paired engine is back at idle this is not so critical.
With the O.S. FS30 Surpass engines in our prototype we follow the following
procedure for take off. Select 100% power on the inners and listen for a 'sick' engine.
If all's well, select 75% power on the outers and again listen for a 'sick' engine. Do
not go for a take-off unless you are 100% happy with the engines. If you have spent
time re-setting engines remember the fuel you have used.
When you are ready, release the model. She will accelerate rapidly and straight with
little need for rudder correction, but there is no natural tendency to lift off. You will
need to apply a fairly substantial up elevator input to rotate the nose upwards. Once
rotated, you can back off the up. The amount of up will vary according to the wind on
the day. Let her climb out a little and then back the inners off to about 80%. Engines
are more likely to go out at full power and you are reducing the risk. Once at cruise
height, bring the outers back to 50% and the inners back to around 60%. Re-trim as
necessary.
If you have retracts fitted, do not select 'up' until you are established in the cruise.
The ailerons are quite crisp and progressive and the elevator is a little softer. The
rudder is quite soft in it's response but sufficient if you need it. You may find it
necessary for additional rudder input in the turns to balance the tail attitude. This
requirement increases in cross wind situations. This input may need to be substantial.
Remember Golden Rule 2 and get used to the flying handling before thinking about a
landing. Be conscious of the fuel used and get somebody to remind you. Running out
of fuel is a common cause of engines going out on multis, usually from extended
ground adjustments. You are also using more fuel in the inners due to the higher
throttle settings.
The landing requires careful planning. If you have the room, leave the flaps alone for
the first one. She is not a particularly 'floaty' model anyway and flapless landings can
still be achieved in a fairly limited space.
If you have retracts fitted, select 'down' before you start the landing sequence.
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