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Lockheed Hercules C-130H Qualification/Evaluation Manual

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C-130H "Hercules"
Qualification/Evaluation Guide
418 FLTS
Oct 2012
1

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Summary of Contents for Lockheed Hercules C-130H

  • Page 1 C-130H “Hercules” Qualification/Evaluation Guide 418 FLTS Oct 2012...
  • Page 2 Intentionally Left Blank...

  • Page 3: Chapter 1 Aircraft Description

    AIRCRAFT DESCRIPTION GENERAL The C-130, manufactured by the Lockheed Company, is a medium range tactical transport powered by four T-56 turboprop engines. The C-130 can operate from short, unprepared surfaces, can back up under its own power, and has been adapted for many missions, with cargo hauling, airdrop, and medical evacuation as the most common.
  • Page 4 The design has proved versatile. The aircraft has been flown from both poles and has landed and taken off from an aircraft carrier. Some of the C-130 missions include cargo hauling, air drop, bombing, air-to-ground gunnery, drone launching, photo mapping, missile tracking, covert ingress and egress, air evacuation, airborne battle control, electronic warfare, and television broadcasting.
  • Page 5 Aircraft Nominal Cruise 463L Pallets Cargo Bay (w x h) Passenger/Jumpers C-17 0.70 – 0.77 18 feet x 14 feet 102/102 A400M 0.68 – 0.70 13 feet x 12 ft 7 in C-130H 0.43 – 0.50 10 feet x 9 feet 92/64 C-160 10 feet x 9 feet...
  • Page 6 to accommodate the M60 tank. When the C-130 was designed in the 1950s, the Army had more infantry than armored division. By the mid-70s, the situation was reversed and C-130 could only carry between 35 and 55% of the mechanized or armored division’s combat vehicles. Douglas YC-15 Boeing YC-14 Both aircraft meet the AMST program specifications.
  • Page 7 The C-130 has the advantage over the C-17 in that it is significantly less expensive to operate, at $2,200/flight hour compared to $8,500/flight hour for the C-17 (FY-10 data from Air Force Total Ownership Cost database). After the Arab oil embargos of the 1970’s, the relatively low fuel burn of the C-130 became one of its strongest selling points.
  • Page 8 COCKPIT C-130H1 or H2 Instrument Panel C-130H3 Instrument Panel...
  • Page 9 AERODYNAMIC CHARACTERISTICS The C-130 is a cantilever high-wing monoplane with a high aspect ratio wing with a tapered trailing edge. The tapered trailing edge reduces wing structural weight by concentrating area, and hence lift, inboard, while maintaining the efficiency of a high aspect ratio. The wing’s airfoil section is a conventional camber airfoil with good low speed lift production.
  • Page 10 When power is advanced, the aircraft yaws LEFT and RIGHT RUDDER must be applied to keep the aircraft in trim. The C-130 experiences a marked reduction of directional stability at low dynamic pressures, 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 angles).
  • Page 11 Reduction in directional stability at high power settings The conditions where the reduction in directional stability are most likely to occur are:  Low speed (aerodynamic controls are less effective, control feel is a function of dynamic pressure)  Flaps 50% (high rudder boost, allows generation of larger side slip angles) ...
  • Page 12 PERFORMANCE Excess power is a measure of the ability of the aircraft to accelerate or climb. Specific excess power (P ) is the excess power normalized for aircraft weight, allowing the capability of aircraft at different weights to be compared. Compared to a swept - wing jet aircraft, maximum specific excess power for a straight - wing turbo propeller aircraft occurs at much slower speeds in the envelope.
  • Page 13 This diagram adds thrust available characteristics from propellers and jet propulsion to the total drag curves. The propeller has highest thrust at slower speeds, with thrust decreasing 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 swept –...
  • Page 14 The contours of constant specific excess power are often presented on a turn performance diagram. A turn diagram is valid for a single thrust to weight ratio; aircraft weight, configuration, power setting, and atmospheric conditions (pressure altitude and temperature). A turn performance diagram presents airspeed (V) versus turn rate (ω), with airspeed on the horizontal axis and turn rate on the vertical axis.
  • Page 15 The following is a turn performance diagram for a C-130H at sea level, standard day. 130,000 lbs with thrust set to 1049° C, with contours of specific excess power overlaid. The highest specific excess power contours are on the left hand side of the aircraft’s envelope near the lift limit (stall speed).
  • Page 16 Climb gradient is the proportional to the ratio of climb rate to forward airspeed: For the KC-135R, the climb gradient for a given configuration (flap setting) increases with increasing airspeed at slow speeds. This is in contrast to the C-130, where climb rate generally decreases with increasing airspeed at slow speeds.
  • Page 17 An additional area where the C-130 excess specific power characteristics are manifested is during heavy airdrop malfunction procedures when multiple 28-foot extraction parachutes deploy outside the aircraft but do not extract the load. The deployed extraction parachutes result in an extremely high drag condition. The pilot’s procedure for heavy airdrop when multiple 28- foot extraction parachutes deploy outside the aircraft is to set maximum thrust and slow to maximum effort takeoff speed.
  • Page 18 ENGINES-PROPELLERS The C-130 is powered by four T56 turboprops that were developed specifically for the C-130. They were one of the first turboprops developed in the West. The turboprop is made up of three main components, a gas generator, reduction gear box, and propeller. T56 Engine-Gearbox Turboprops provide gas turbine reliability and power to weight ratios with the good low speed performance of propellers.
  • Page 19 Turboprops are rated using power, in units of horsepower (Hp) or kilowatts (KW). For the C-130 with 54H60 propellers under static, standard day, sea level conditions: ESHP = 4,910 horsepower BHP = 4,591 horsepower *V/325*η = 319 horsepower During flight, the T-56 runs at a constant 100% RPM (13,820 RPM), so torque (force times distance) is proportional to horsepower.
  • Page 20 thrust only at a single airspeed. By varying the pitch of the propeller, the best possible efficiency can be realized throughout a range of airspeeds. To be efficient throughout the aircraft’s envelope, the C-130 propeller is variable pitch. To simplify the compressor aerodynamics of the gas generator, most turboprops, including the T56, are designed to operate in flight at a constant RPM.
  • Page 21 In the ground, or beta range, changes in throttle position affect both fuel flow and propeller blade angle. Within the ground range, the propeller blade angle ranges from maximum reverse to the flight idle position. Below the ground idle position, the blade pitch is changed so that the blades have their leading edge pointing slightly opposite to the direction of flight, allowing reverse thrust to be developed by the propeller.
  • Page 22 In addition to the throttles, the C-130H is equipped with a condition lever for each engine to control engine operation and propeller feathering/unfeathering: Condition Levers in Run Position RUN: (detent position): Allows engine and propeller to operate GROUND STOP (detent position) If the touchdown system is in the ground mode, closes electrical fuel shutoff valve to engine.
  • Page 23 force will cause an over speed. Because of the centrifugal twisting moment, propellers such as the 54H60 require hydraulic pressure to maintain the propeller blade angle. If hydraulic pressure is lost, the propeller will go to fine pitch. If the engine is not operating, the result is very high wind milling drag: Centrifugal Turning Moment The C-130 T-56A engine and propeller make up a single shaft turboprop, meaning the engine...
  • Page 24 In the flight or alpha range, the propeller is governed to a constant 100% RPM, and thrust changes are made by changing fuel flow and blade angle rather than engine speed. Advancing the throttle in the flight range causes an increase in fuel flow which results in an increase in turbine inlet temperature and energy available to the turbine.
  • Page 25 Since the engine runs at constant RPM, torque is proportional to power and is used as the primary parameter for engine thrust settings and ratings. Normally, the engine drives the propeller, resulting in positive torque values. There are two systems within the gearbox that work to mitigate the drag caused by negative torque.
  • Page 26 temperature datum operates electrically and has limited authority to schedule fuel to maintain target turbine inlet temperatures. When active (TD switches in the AUTO position), the temperature datum system operates in one of three modes: Start Limiting Temperature Limiting Temperature Controlling Engine RPM <...
  • Page 27 Temperature Datum (TD) switches aft of Condition Levers AUTO (Normal Position): Powers temperature datum system, allowing start limiting, temperature limiting, and temperature controlling modes. LKD (locked): May be used when the throttles are in the temperature controlling range (above 65º throttle lever angle) and TD correction lights extinguished to “lock in” the existing correction.

  • Page 28: Flight Controls

    FLIGHT CONTROLS C-1300 Control Yoke and Trim Controls Flap Controls The C-130 has convention flight control surfaces consisting of elevator, ailerons, and a single rudder. Trim is provided in all three axes by electrically powered surface trim tabs. The elevator, ailerons, and rudder are “boosted”...
  • Page 29 Lockheed P-80. It would take Boeing another decade to introduce hydraulic flight controls on a transport (B727, 1963 first flight), and only after hiring a retired Lockheed engineer. The C-130 rudder control power is scheduled as a function of flap position. 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.
  • Page 30 COMMUNICATIONS With engines operating, the C-130 is loud both on the outside and interior. When approaching the aircraft with the engines or APU operating, wear foam ear plugs. All flight deck communications are conducted using headsets and the interphone. If you are not wearing a noise cancelling headset, recommend wearing moldable ear plugs (E-A-R or MAX brand) under the headset and turning up the interphone radio volume.
  • Page 31 The communication radios and navaids are tuned through the self-contained navigation system (SCNS) control head. After pressing the TUNE button on the SCNS control head, you are presented with this screen: TUNE 08:12:23 UHF1 ON 225.400 VHF1 ON 121.800 TAC1 ON 111 X DA/GS / 240...

  • Page 32: Hydraulic Systems

    HYDRAULIC SYSTEMS The C-130 has two primary hydraulic systems, the utility and booster systems. The utility and booster systems are independent with separate reservoirs, 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 from engines 3 and 4.
  • Page 33 CREW COORDINATION/CREW RESOURCE MANAGEMENT Safe and efficient operation of the C-130 requires teamwork and depends on well understood, ritualized roles and checklist responses. The minimum crew for the C-130 is two pilots and a flight engineer, but the aircraft is usually operated with a loadmaster. Definitions: These are the roles when the aircraft is on the ground: ...
  • Page 34 The loadmaster (“load”) is responsible for cargo loading, computing weight and balance, briefing/monitoring or passengers, and operation of cargo compartment airdrop equipment. The load “owns” the cargo compartment. The loadmaster will be on headset prior to engine/APU start to clear each engine prior to start and remove or install wheel chocks. Checklists On the ground, the pilot initiates all checklists by stating over interphone: “XXXX checklist”...
  • Page 35 AIRCRAFT LIMIT SUMMARY Airspeed limits, Clean: is the maximum recommended airspeed. is the maximum speed. The coded areas 1, 2, and 3 correspond to different combinations of cargo/fuel loading. For most of the aircraft’s cargo/fuel envelope, the aircraft can be operated using the maximum recommended speed indicated by line 1. Operations in the region between the maximum recommended and maximum speed should be limited.

  • Page 36: Chapter 2 Normal Operations

    CHAPTER 2 NORMAL OPERATIONS PREFLIGHT The flight engineer (FE) accomplishes the exterior and interior checks. Once in the seats, the pilots accomplish the following without reference to checklist:  Check oxygen  Checks flight instruments and navaids  Start INS alignment ...
  • Page 37 Eyewash pin in open/extended position...
  • Page 38 Regulator pressure limits: Static: 270-455 psi Flowing: 270-340 psi Any pressure below 50 psi requires an AFTO 781 write-up Oxygen Preflight: 1. Supply Lever – OFF 2. Diluter Lever – 100% OXYGEN 3. Attempt to breathe. The ability to breath indicates a faulty regulator. 4.
  • Page 39 Seat and Rudder pedal adjustment Several different pilot seats have been installed in the 50 year production run of the C-130. The following diagram is representative of seats installed in aircraft built since the late 70’s. The important controls are highlighted below: 1.
  • Page 40 Prior to engine start, the left seat pilot will set the parking brake. The placard by the pedals has the following instructions: To set: Depress pedals and pull handle to hold To release: Depress pedals The C-130 parking brake can be difficult to set, use the following expanded instructions for best results: a.
  • Page 41 If a STOP START situation occurs, move the condition lever back to GROUND STOP while keeping the starter engaged. During the start sequence, the starter switch is the last control the pilot touches, so when presented with a STOP START condition, the natural reaction is to “undo”...
  • Page 43 Engine Stop Start Criteria Condition Stop Start Criteria  START VALVE OPEN light does not illuminate Within 5 seconds of start switch actuation  No rotation  No Fuel Flow 35% RPM  No Ignition  No Engine or Gearbox oil pressure indication ...
  • Page 44 Low speed ground idle range is 9-30º of throttle travel The C-130 does not have rudder pedal steering, so all 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 support structures may result.
  • Page 45 Wing Tip clearance Reference Taxi summary:  Don’t stop in a turn  Minimize braking in turn  Bigger the turn, slower the speed  Before the turn, be slower than you think you need to be  Maximum taxi speed is 20 knots Use of wheel brakes The first 30-40 degrees of pedal deflection do nothing, then a little additional deflection will cause sudden application of the brakes.
  • Page 46 TAKEOFF The Flight Engineer computes takeoff and landing data (TOLD) and provides a pilot information card. The takeoff data is shown on the left side of the card, landing data in the center. The important speeds (takeoff, two-engine VMCA) should be memorized before takeoff: The takeoff thrust setting used to compute the takeoff data is shown in the upper left, and consists of both a TIT and torque setting.
  • Page 47 As the throttles are advanced beyond 65º in the flight range, there is a distinctive "torque bump" when the TD system transitions to the temperature controlling mode, where TIT becomes a function 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.
  • Page 48 Left Seat Takeoff Pilot Copilot At start of takeoff run: Left hand: steering tiller Right hand: Control yoke, forward pressure and Right hand: throttles aileron into the wind Feet: on rudders/brakes Feet: guard rudders/brakes When pilot is able to maintain directional control with rudder alone (usually 60-70 knots): Moves left hand from tiller to yoke and Relinquishes yoke to pilot states:“Pilot’s controls”...

  • Page 49: After Takeoff

    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. It is common C-130 technique to delay retracting the flaps above 20% until the airspeed reaches at least two engine VMCA.
  • Page 50 PATTERN PROCEDURES The C-130 is normally in instrument approach category C, unless final approach speed exceeds 140 KIAS. The Flight Engineer will compute landing speeds and 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.
  • Page 51 The aircraft has low excess power with flaps 100%, so most pilots will fly instrument approaches/visual patterns with the flaps at 50%, selecting 100% flaps on short final. When transitioning from 50 to 100% flaps, there is large nose down pitch trim change, and the aircraft decelerates quickly unless power is added.
  • Page 52 TOUCH AND GOS Flaps are set to 50% for all touch and gos, regardless of the flap setting used for the landing. The power is left in flight idle until the flaps and trim have been reset. Pilot flying Pilot Monitoring Yoke hand: put aircraft in three point attitude and continue to fly yoke Throttle hand: throttles to flight idle...
  • Page 53 GO-AROUND 4 Engine 3 Engine “Crew, Going around”  Advance power as required, >900 TIT Simultaneously:  Advance power towards maximum. Stop when  Once power is set and aircraft is reaching: - 1010º C TIT climbing, “Check/set flaps 50” - 19,600 in-lbs.
  • Page 54 FULL STOP LANDINGS The transition from flight to ground range is critical, as a propeller stuck in the flight range with the others in ground range will produce a yawing moment that can cause loss of directional control on landing or rejected takeoff. The yawing moment is controllable in ground idle, and rapidly gets worse as the correctly operating propellers are brought into the reserve range.
  • Page 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: Chapter 3 Emergency Procedures

    CHAPTER 3 EMERGENCY PROCEDURES This section only addresses the most serious emergencies requiring immediate action to control the flight path of the aircraft and is in no way comprehensive or complete. GROUND EGRESS If in a pilot seat:  Set the Parking Brake ...
  • Page 57 DIRECTIONAL CONTROL PROBLEMS WITH THROTTLES IN GROUND RANGE (INCLUDES LOW PITCH STOP FAILS TO RETRACT ON LANDING ROLL). After touchdown, if the throttles are moved into the ground range with a movement that is too rapid, it is possible to lose control of the airplane before a propeller malfunction can be detected.
  • Page 58 TAKEOFF ABORT Directional control problems with throttles in FLIGHT range Engine failure 1. Throttles- flight idle 2. Condition lever – feather If aborting got a propeller malfunction or for any other malfunction which could result in asymmetric power causing directional control problems when the throttles are in the ground range, shut down the affected engine while the throttle is in FLIGHT IDLE.
  • Page 59 THREE ENGINE LANDINGS Three engine landings are accomplished using the same procedures as normal landings, except that the flaps should not be extended beyond 50% until landing is assured. On approach, the rudder must be coordinated with any throttle movements for the asymmetric operating engine. Reverse thrust should be selected only on the symmetric pair of operating engines (inboard or outboard).