c-130 tutorial.pdf

8/10/2019 C-130 Tutorial.pdf

1/20

Tutorial by Bernardo Srulzon -- www.fsstation.com

Tutorial by Bernardo Srulzon -- www.fsstation.com Page 1 of 20

Captain Sim C-130 Hercules - Flight Tutorial

Introduction

With the increasing level of automation of Flight Simulator add-ons seen nearly everyday, an alarming number of peopleare forgetting the basic aspects of navigation. They can program an FMC and use the automated systems flawlessly, butyou had better not ask them to perform a standard-rate coordinated turn or even fly a non-precision approach manually.

All the information they need are on the digital displays and the systems are not likely to fail - what they get is a falsesense of realism and enjoyment.

The Captain Sim C-130 Hercules is one of the very few realistic and visually detailed military aircraft add-ons for MicrosoftFlight Simulator available today. What makes this aircraft special to me is that you truly need some piloting skills in orderto complete a successful fight - it's not rocket science, but it's certainly harder than pushing the right buttons at the righttimes! Due the C-130 Hercules great complexity, we have decided to write a complete flight tutorial with plenty ofpictures and easy to understand information. If you are willing to learn how this beautiful classic aircraft works, you are inthe right place! Enough talking, let's get it started!

Briefing

In this tutorial, I'll guide you though a flight from the active C-130 base of Little Rock (KLRF - Jacksonville, AK) to theactive C-130 base of Dyess (KDYS - Abilene, TX). This flight is about 450 nautical miles long and it should take 1h 30minto be completed. We will fly the C-130E at the typical altitude of 20,000 ft, navigate using VORs and finally land with theassistance of an ILS. For this flight, you will need about 45% of fuel in all tanks, which results in a total fuel weight of21,100lbs and a gross weight of about 110,000lbs.

This is the route we will be following in this flight: KLRF (departure airport) -> LIT (113.90) -> BYP (114.60) ->FUZ (115.70) -> ABI (113.70) -> KDYS (arrival airport)

If you would like to use ATC service supplied in FS you can use the IFR flightplan supplied. I'd also like to recommendthat you download (and print, if possible) two files: 1. C-130E Checklist // 2. C-130E Takeoff and Landing Speeds - theywill be needed later. These are free to download but you will need to set up a free account and log in to be able todownload these files.

In order to start in a cold and dark cockpit state, load the IFR Flightplan; IFR Little Rock AFB to Dyess AFB using thedefault Cessna 172. After you shut have down its engine, battery and avionics go to the Aircraft > Select Aircraftmenu and choose your favourite C-130E livery. Slew yourself to an available parking spot and load the fuel by going tothe Aircraft > Fuel and Payload menu. You are now ready to start!

Cockpit inspection

! At this point, I assume you have your C-130E parked at a Little Rock AFB (KLRF) parking spot with everything shutdown and the IFR Flightplan loaded in case you want ATC in FS !

The airplane comes almost fully prepared for operation; you only need to change a few settings in the hydraulic system,the fuel system and the throttle quadrant.
http://library.avsim.net/search.php?SearchTerm=Christian+Conesa+C-130E&CatID%20=root%20http://library.avsim.net/search.php?SearchTerm=Christian+Conesa+C-130E&CatID%20=root%20http://library.avsim.net/search.php?SearchTerm=Christian+Conesa+C-130E&CatID%20=root%20http://library.avsim.net/search.php?SearchTerm=Christian+Conesa+C-130E&CatID%20=root%20


2/20



- In the hydraulic system ( R1 icon):

1. BRAKE SELECT switch - EMERGENCYThat will force the airplane to supply auxiliary hydraulic pressure (rather than utility hydraulic pressure) to the brakes,allowing them to be used with the engines off.2. ANTI-SKID switch - OFF

Anti-skid will not function when the brake system is operating from the auxiliary hydraulic pressure (engines off) or whenthe parking brake is set.

- In the throttle quadrant (propeller icon):

1. TEMP DATUM CONTROL VALVES switches - AUTOPermits normal operation of the electronic temperature datum control system .

2. Condition levers, throttles GRD STOP, GRD IDLEThis ensures the blade angle is set to minimum thrust and that the engines will not start. Nacelle preheat is operable inthis configuration.

Before start

After you have inspected the aircraft's interior and exterior, it's time to power it up and put some light into the darkcockpit. In this stage, we will configure several systems in order to get the aircraft ready for engine start-up.

We have basically two ways of powering the aircraft: using external power from a ground power trolley or using thebattery. For this tutorial, we will use ground power, but you may also use the battery if you want to. Go to the CaptainSim menu in FS and activate the ground power unit - a green message bar will briefly appear to confirm your selection.

It's time to power it up and start systems configuration.

- In the electrical system (upper OH icon):


3/20



1. External AC power switch - EXT AC PWR Align the knob's yellow stripe with the panel's yellow stripe. That will connect external power to the AC distributionsystem. When using the battery, this switch remains in the OFF position.2. External DC power switch - EXT DC PWR

Align the knob's green stripe with the panel's green stripe. That will connect external power to the DC bus. If you aregoing to use the battery, place the switch in the BATTERY position.3. Turn the instrument and panel lights onNow that you have electrical power, make instruments clearer by turning the lights on. The lights on/off switches arelocated on the pilot's side shelf (in the virtual cockpit)

4. *Only do this step when using the battery*- Bus tie switch - TIEDThis provides a means for powering the main ac bus from the ATM generator during ground operation with no engine- driven generators supplying power. This is not needed when using external power, since it also powers the AC bus.5. Inverters - OFFBoth "Co-pilot AC Instruments" and "AC instrument and Engine" switches should be placed in the OFF position until wehave electrical power.

- In the radio stack ( radio mast/tower icon ):

1. Radios - ONNot much to say here. With the radios on, you can communicate with ATC and change frequencies.

Now that you have electrical power, it's time to start the Gas Turbine Compressor (GTC). The GTC supplies air for groundoperation of the air turbine motor, engine starting, nacelle preheat and air-conditioning systems. It is essential for acorrect engine start-up and makes possible the ATM (Air Turbine Motor) operation, for those of you using the battery.The ATM supplies AC power to the aircraft (battery supplies DC power) - it will not be needed if you are using externalpower, since it also powers the AC bus.

- In the GTC control panel ( Upper OH icon):

1. Start GTC - STARTINGThis require several steps; 1.1. Open the GTC intake door in order to allow GTC start-up. The "NOT CLOSED" indicator should illuminate.1.2. Turn the GTC control switch to the START position. It will go back to "RUN" and the "START" light goes on.1.3. Wait until the ON SPEED light goes on. This light indicates that the GTC is operating normally and load can finally beapplied.1.4. Open the bleed air valve. This forces the GTC to supply air to the bleed-air system, which will be used to pressurizeand condition the climate of the aircraft, and also for engine start-up.


4/20



2. *Only do this step when using the battery* START ATM - STARTINGThis require two steps: 2.1. Start the ATM by placing the ATM control switch to the ON position.2.1. Connect the ATM generator by placing the generator switch in the RESET, ON position. This will supply power to theessential AC bus.

- In the electrical system ( Upper OH icon):

1. Inverters - SETThis require two steps: 1.1. Co-pilot inverter switch - ESSENTIAL AC BUS

Align the knob's yellow stripe with the panel's yellow stripe.1.2. AC INST & ENGINE FUEL CONTROL INVERTER switch - ESSENTIAL DC BUS

Align the knob's yellow stripe with panel's green stripe.

At this point, you will see that the OFF flag on the attitude indicator has disappeared. Let's continue with theconfiguration...

- In the lower overhead panel ( lower OH icon):

1. Fuel enrichment switches - OFF2. Oil cooler flaps - AUTOMATICThese settings leaves the function of opening and closing the oil cooler flaps automatically to the aircraft. In temperaturesabove 27C, leave the oil cooler flaps are completely open.


1. SUCTION BOOST PUMP switches - ON/LIGHTS OUT After you turn the suction boost pumps on, make sure its warning lights have gone off.2. AUX PUMP switch - ON With the auxiliary pump ON, you will be able to use the emergency brake system to hold the aircraft until the engines arestarted.


5/20



--- RUN THE BEFORE STARTING CHECKLIST ---

Starting engines

You have successfully configured the aircraft for engine start now. At this point, we will start all four engines (in the 3-4-2-1 sequence) and make some of the final configuration changes to the aircraft systems before starting to taxi. You maynow turn your anti-collision lights ON - they indicate that the engines are being started. Let's proceed with engine start!

- In the throttle quadrant (in the virtual cockpit only):

1. Low Speed Ground Buttons - LOWThe low speed ground buttons are only available in the virtual cockpit. Lowering them will down-shift the engines,reducing the RPM and therefore wear. After the engine is stable, you can UP the buttons and connect the generator.

- In the bleed air system ( Upper OH icon):

1. Engine bleed air switch - OPENThis will provide bleed air for the engines to start.


1. Condition lever - RUNIn the RUN position, the engine will attempt a start when the start button is pushed.


6/20



You can now go to the lower overhead panel ( Lower OH icon) and press the engine ground start button for the engineyou want to start. Hold the button until you see a rise in the engine's parameters, then release it and wait for the engineto stabilise. You have just started the first engine!


1. Engine generator switch - ONRemember to UP the ground speed low buttons now. Place the switch in the RESET position, then ON. The engine will beused to provide electrical power to the aircraft when the generator is online.

2. DC power switch - BATTERY Since the external power will be disconnected soon and electrical power is available from the generator, switch the DC

power switch to the BATTERY position.

- In the GTC control panel ( Upper OH icon):

1. Close the bleed air valveWe will now use the bleed air coming from the engine #1 to start all other engines. The GTC bleed air is not neededfurther..

* Start engine #4 using the procedures marked in red colour above *


7/20



- In the GTC control panel and in the electrical system ( Upper OH icon):

1. Disconnect the ATM generator (battery users only).2. Stop the ATM (battery users only).The ATM will not be needed further, the engines are now powering the aircraft.3. Stop the GTCThis requires two other steps; 3.1. Turn the GTC control switch to the OFF position.3.2. Close the GTC door

- In the pressurisation system ( Upper OH icon):

1. Air conditioning master switch AIR COND NO PRESSThis setting will turn the air conditioning on, but not yet pressurise the aircraft.


1. External AC power switch - OFFThis will disconnect the external power from the AC distribution system. The engines are now providing power to the

aircraft.

You can now go the the Captain Sim menu in FS and remove the external power. You no longer need external powersince your engines 3 and 4 are running and there is enough power onboard already.

* Start engine #2 and #1 using the procedures marked in red colour above*

--- RUN THE STARTING ENGINES CHECKLIST ---


8/20



Before taxi

We now have the engines started, but we are not yet ready to fly. We still need to configure the instruments and preparethe navigation equipment - it's not nice to get lost when you're airborne! Everything must be perfect before takeoff.

Let's review our flight plan first: KLRF (departure airport) -> LIT (113.90) -> BYP (114.60) -> FUZ (115.70) -> ABI (113.70) -> KDYS (arrival airport)

You can start by tuning to the clearance delivery (132.80) frequency and requesting an IFR clearance. Take note of therunway in use, the squawk code and the local altimeter pressure. After obtaining the clearance, we can work on settingup the aircraft for VOR navigation and also configure the transponder.

- In the radio stack ( Radio stack/tower icon):

Tune the VOR frequency for the LITTLE ROCK VOR (LIT - 113.90) on both NAV1 and NAV2 radios. With thefrequency tuned, the aircraft will get DME and bearing information from this VOR. You will be able to track a selectedradial and know your distance from the station in the HSI (horizontal situation indicator), located in the main panel. We

will discuss how to navigate later on the tutorial.

- In the IFF/SSR panel ( SSR icon):

1. Set the squawk code you received from the controller using the MODE 3/A/B code select switches2. Place the Mode C switch in the ON position3. Turn the Mode 3/A knob to the 3/A position4. Turn the Master Control knob to the STBY positionThese four steps will set-up the transponder and place it in standby mode. It will also allow controllers to know your

present altitude.

Now that you have tuned the VOR, it's time to set the radial you want to follow. Since you want to go directly from theLITTLE ROCK VOR (LIT) to the BONHAM VOR (BYP) , your only option is to track the 246 radial from the former


9/20



station. More detailed instructions on how to get to the LITTLE ROCK VOR and how to navigate will be presented later. You will also want to set the heading bug to the runway's heading - it will help you keep the same heading after takeoff.

- In the Horizontal Situation Indicator, Radar Altimeter and Barometric Altimeter (pilot's panel or co-pilots panel ( L or R icon):

1. Turn the COURSE SET knob until the course selector window reads 2462. Turn the HEADING SET knob until the heading bug is pointing to the active runway's heading3. Rotate the Radar Altimeter knob to put it into operationThe radar altimeter measures your height above the ground. It is very useful for ILS approaches, as the decision height isgiven in "feet above ground level".4. Ensure the Barometric Altimeter is properly configured with the local altimeter setting by rotating its small knob.Having the local altimeter setting correctly configured avoids altitude indication errors.

- In the flap control system ( Flap picture icon):

1. Set the flaps to 50%Fifty percent is the normal take-off flap position. All normal take-offs are made with this flap setting.

--- RUN THE BEFORE TAXI CHECKLIST ---

Taxi

With the engines started and the instruments configured, we finally have permission to leave the stand and taxi to theactive runway! However, we still need to configure a few systems before and during taxi. Because of the wind direction,I'll be taxiing to the runway 7.

- In the hydraulics system ( R1 icon):

1. Brakes - NORMAL / ANTI-SKID ONSince all engines are started and we have utility hydraulic pressure, change the brake system to normal and turn anti-skidON. Check if they are working properly.

Before taxi, it is good practice is to down-shift the outboard engines to low speed ground idle, just like we did beforeengine start. They reduce the engine's wear and also reduce the total power of the aircraft, allowing us to taxi at lowerspeeds. The engines will be automatically up-shifted when takeoff power is applied.

It is finally time to taxi! If the aircraft is parked in a position that requires pushback, use reverse thrust to move theaircraft backwards. Yes, reverse thrust... you won't need a pushback tug, since the engines are powerful enough to evenallow parallel parking! Once you get far enough, use forward thrust to start taxiing to the active runway. There is nothing


10/20



much to say about taxiing... just follow your assigned taxiways, maintain a fair speed and try not to use the brakes veryoften. There are, however, many items that need to be checked or configured while taxiing .

- General:

1. Turn the taxi lights on 2. Check if all doors are closed3. Check if the flaps are set to 50% (take-off configuration)4. Check if engine instruments are all in the green bandThe green band indicates that a specific indication is operating normally. 5. Check if the flight controls are free and responding to inputs by moving the yoke in all positions6. Check if the radios are set and the NAV1/NAV2 are tuned with the LITTLE ROCK VOR frequency (113.90)7. Check if the instruments (HSI, altimeter, radio altimeter, etc.) are set and operating normally


1. Cabin Pressure Controller - 6000 FEETSince we'll be flying in FL200 and there is not much oxygen there, we need to pressurise the cabin. Setting the cabin

pressure to 6000ft will allow passengers to breath normally. 2. Air conditioning master switch AIR COND AUTO PRESSThe cabin will be climatised and automatically pressurized to 6000ft. No matter how high we go, the passengers will

breath just like they were at 6000ft.

- In the electrical system:

1. Check if all generators are on (except for the ATM generator) and the GTC is offThis will ensure that all engines are providing electrical power to the aircraft.2. DC bus tie switch - NORMAL(Only if you had tied the switch before). The main AC bus is now being powered by the engines...

- In the anti-icing system ( Upper OH icon):

1. NESA windshield switches - NORMALThe NESA is used to heat the cockpit's windshield and windows in order to prevent icing.2. PITOT HEAT switches - ON


11/20



The pitot heat prevents ice from forming in the pitot tubes. If ice accumulates in the Pitot tube, vital instruments such asthe vertical speed indicator, airspeed indicator, and so forth will be lost.3. PROP & ENG ANTI-ICING - ONThis prevents ice from building in the propellers. With the master switch in the auto position, the system will only beactivated when icing conditions exist.4. ENGINE INLET AIR DUCT ANTI-ICING - ONThis prevents ice from building in the engine inlet air duct. With the master switch in the auto position, the system willonly be activated when icing conditions exist.


1. Turn the Master Control knob to the NORM positionThis allows operation of the system at normal receiver sensitivity. It will also allow controllers to know your presentaltitude and location.

Finally, we'll configure the TCAS (Traffic Alert Avoidance System):

- In the TCAS panel ( Rdr icon):

1. Function selector switch TCASThis will turn the radar on. You will see the radar display light up and traffic will eventually start to show up conflictresolution advisory is also active. We didn't turn the TCAS on before because its antenna emits radiation, which ishazardous to the ground personnel. Refer to the manual for correct TCAS operation and usage.

--- RUN THE TAXI CHECKLIST ---

A little break for the take-off briefing!

This is probably the most important part of the tutorial yet. You may very well know how to prepare the aircraft fortakeoff, but it is extremely important that you have it very clear in your mind what to do in case of an emergency andhow to start navigating! Please read this section carefully - after all this preparation, you most likely don'twant to get lost in the sky!

Before entering the runway, you need to calculate your takeoff speed. Find your VTO using the "C-130E Takeoff andLanding Speed" chart you downloaded - note that the speeds are directly proportional to the gross weights and all thedata is based on a flap 50% configuration. Our takeoff speed will be 96 knots, since our aircraft's gross weight is

110,000lbs. Now that you have this information, it's time to brief the take-off procedure!

As you enter the runway, turn the strobe lights on - they inform the tower and other aircraft that you are entering anactive runway. Soon after you are given a take-off clearance, gradually advance the throttles toward maximum power andmove the yoke column slightly forward in order to increase steering effectiveness. At a speed of 50~60 knots, move theyoke column back to neutral. You should also use the rudder to steer the aircraft on the runway until lift-off. As soon asyou reach the take-off speed (96 knots in our case), pull back gently but positively on the yoke and start the rotation.Initially, rotate to an attitude of 5~7 degrees pitch up (keep that until clear of the ground), then to an attitude that allowsyou to maintain the initial climb speed (20~30 knots above takeoff speed) at take-off thrust - that will be around 15degrees. Make the necessary corrections as you climb.


12/20



When airborne, retract the landing gear and keep climbing at the initial climb speed (20~30 knots above takeoff speed). Also, maintain the runway heading (you have the heading bug set on the HSI) until crossing the airport's boundary. NowI want to introduce you to the radio magnetic indicator (RMI) - it will be essential for us to start navigating!

The RMI is a green instrument located on the bottom-right side of the panel composed by two arrows (one big, onesmall). Its main purpose is to indicate the location of a VOR or NDB station - the arrow will point to the direction thestation is located. "How does that help me?", you ask... well, we need to know where the LITTLE ROCK VOR is locatedso that we can track (follow) one of its radials (radial 246 for this flight). Without a RMI, it would be impossible to trackthis radial; we simply wouldn't know where the station is!

Just after takeoff, you'll notice that the larger RMI needle is pointing to one side. What you need to do is turn (aftercrossing the airport's boundary) so that the needle points forward in the same direction as the aircrafts nose. Then, you'llbe heading exactly to the station and you'll be able to finally intercept and track the radial 246. While turning to thestation, you should also take careful control of your altitude and speed. Keep climbing at 20~30 knots above takeoffspeed and start to gradually retract the flaps and accelerate (also gradually!) to 180 knots. At this point, you will beheading to the VOR station, with the flaps retracted and climbing at 180 knots. It's finally time to intercept and track theselected radial. Take a close look at the DME... don't wait for the bearing needle to move to start a turn to intercept theradial - it will move very fast and you'll most likely miss it, so start the turn a little earlier. Well, there's no real problem ifyou don't catch the radial on the first try, just make the necessary adjustments and remember not to bank more than 30degrees.

Please read this section once more - it is extremely important that you fully understand what you are supposed to dobefore the actual take-off!

Take-off

Now that you have your aircraft completely prepared and you know what to do after take-off, it's time to set take-offthrust and have some fun! Since we've already briefed the take-off and initial climb procedure, I'll not be very detailedhere - much of the information you need for the take-off were already presented in the briefing section.

When cleared for take-off/position and hold, turn the strobe lights on and enter the runway - you may want to run theline-up checklist here. If you are not going to takeoff immediately, set the brakes to ON and wait for your take-offclearance. Once you have been cleared, release the brakes and set takeoff thrust. Keep tracking the runway centrelineusing the rudder. The aircraft will accelerate fast and it shouldn't take too long for the take-off speed to be reached. Atthe take-off speed, rotate the aircraft to about 7 degrees, retract the landing gear and make the necessary pitchcorrections so that the aircraft can maintain a speed of 20~30 knots above takeoff speed. You are now in a safe speed,climbing away from the airport (but still heading on the runway heading). The take-off is as simple as that!

- In the hydraulics system ( R1 icon):


13/20



1. Auxiliary hydraulic pump switch - OFF We aren't using the brakes now, so the auxiliary pump is not needed anymore.

--- RUN THE AFTER TAKEOFF CHECKLIST ---

Climb

Once you get past the airport's boundary, start turning towards the LITTLE ROCK VOR station - use the RMI needle asreference, the bigger needle should be pointing straight forward. While performing the climb, monitor the airspeedindicator, attitude indicator and the RMI closely; at an altitude of 1000~2000ft above ground level (check the radaraltimeter!), start to gradually retract the flaps and accelerate to the initial climb speed of 180 knots. I also want you tomonitor the DME so that you can know how far you are from the station. Don't wait for the bearing needle to movebefore turning to intercept the radial; start a shallow turn to reduce the intercept angle when you get closer to thestation. It is a lot easier to intercept a radial that is only 10 degrees far from you than a one that is 90 degrees far from

you. Don't perform steep turns if you miss the radial, just make the necessary corrections to intercept it as soon aspossible - there is no need to panic or bank the aircraft excessively. Also, remember to reset the altimeter pressuresetting when climbing though FL180 (18,000 feet).

The climb speed is not fixed; we will climb at different speeds in different stages of the climb. Use the chart below todetermine the appropriate climb speed.

Altitude Speed- From takeoff until starting flap retraction - Takeoff speed + 20~30 knots- From flap retraction to 10,000ft - 180 knots- From 10,000ft to 15,000ft - 170 knots

- From 15,000ft to 20,000ft - 160 knots- 20,000ft (cruise) - 290 knots (true airspeed)

At this point, I assume that you have approached the VOR station and turned right to intercept and track the 246 radial. Ialso expect that you are climbing on the radial with the appropriate speed (refer to the chart above). If you have reallyreached this point with no major problems, congratulations - you are a truly skilled pilot!!!

Time for some coffee - Using the autopilot

I encourage you to fly manually as much as possible, but since this part can get a little boring (it's just climbing at theright speed and keep tracking the radial!), I'll show you how to use the C-130 autopilot. Note that this autopilot is veryprimitive and may sometimes act strangely - if the autopilot does anything you don't agree to, I want you to immediatelydisengage it and fly manually. I also want you to disengage the autopilot and fly manually 10 miles before interceptinganother VOR radial and another 10 miles after interception. The Smiths autopilot included is capable of holding altitudesor speeds, tracking a heading, VOR radial or ILS. That's everything it can do, really!

- In the autopilot panel ( AP icon):


14/20



1. Turn the MODE SEL switch to the VOR/ILS1 position.That will tell the autopilot that you want it to track a VOR radial.2. Engage the autopilot by clicking on the engage button With the autopilot engaged, you will be able to select how you want it to operate.3. Activate the VOR1 course tracking by clicking on the track buttonThe autopilot will now control the ailerons to keep the aircraft always tracking on the 246 radial.

The autopilot will follow the VOR radial you've selected on the HSI, but we still need to adjust it to climb. The climboptions are limited: you can either make it hold the present airspeed (that would be the best option, but it's not workingcorrectly) or control the pitch using the pitch button. Using the pitch button, find the pitch angle that will maintain theaircraft climbing at the proper climb speed... adjust it as necessary. That's how the autopilot works - simple, isn't it?!

Cruise

At this time, you should have climbed to 20,000ft (FL200) using the speeds provided in the chart, levelled off andadjusted power to maintain 290 knots of true airspeed - the true airspeed gauge is available on the navigator panel ( Nicon) only. For the first 212 miles of the flight, we'll continue to follow the LITTLE ROCK VOR 's 246 radial. At about 100DME from the station, open the radio stack ( Radio mast/tower icon) and change the NAV1/NAV2 radios to theBONHAM VOR (BYP - 114.60) frequency - that will help on keeping the bearing needle always accurate. There is noneed to change the course on the HSI - we are flying to the same place, just using another station as reference. Thebearing needle should remain centred, but if there is a discrepancy you simply need to turn left or right to intercept andtrack the radial again.

Now it's time to prepare for our first en-route turn. When you get close enough to the BONHAM VOR (let's say 10 milesfrom it), open the radio stack again and set the RANGER VOR (FUZ - 115.70) frequency on both NAV1 and NAV2 radios.Since the RANGER VOR is not in front of us, the bearing needle will go off centre. There is no need to worry, I just wantyou to maintain the same heading and keep a close look on the HSI. Also, turn the course set knob (on the HSI) to 224 -it is the only radial that passes both VOR stations and this is why we are going to fly it. At the appropriate time, turn leftto intercept and track the new radial. We are now heading to the RANGER VOR with the BONHAM VOR right behindus!

After 60 miles of flying this new radial, we'll need to do another turn and finally head to the airport. Again, 10 milesbefore reaching the RANGER VOR , set the ABILENE VOR (ABI - 113.70) frequency on both NAV1 and NAV2 radios.Turn the course set knob to 250 - it is the only radial that passes both VOR stations. The bearing needle will go off-centreagain, you just need to keep the present heading and turn right when appropriate. Intercept and track the radial as soonas possible, but avoid exceeding 30 degrees of bank - if you missed it the first time, just make the appropriate correctionsto get on course.

That's how we cruise using VOR's as navigation aids. It is certainly more difficult than setting and FMC and watching theautopilot do the job, but it is not rocket science. One you get enough experience that will certainly be your favourite wayof flying, but anyway we are done with cruising... let's proceed to the descent.

Descent and approach

After more than an hour at our cruise level, it's finally time to prepare and start the descent. We'll now review theapproach, configure the aircraft for descent and start approaching the airport. Since the C-130 cruises in a much lower


15/20



level than most of the jetliners (FL350 vs. FL200), our descent should take only about 10 minutes. Let's start thepreparation to get this aircraft down to 5,000ft!

A little break for the descent and approach briefing...

Before actually starting the descent and approach, we need to brief the procedure in detail - nothing can go wrong at thisstage. I want you to read this section very carefully !

At about 45 miles from the ABILENE VOR (45 DME), move the throttles back to the flight idle position ( flight idle, notground idle!) and remain at FL200. This should yield a zero torque configuration, resulting in an economic powerlessdescent. When the airspeed comes close to 210 knots, push forward on the yoke and start a 2000 feet per minutedescent; make the necessary elevator trim adjustments to keep 210 knots. I want you to keep a speed of about 210knots and a descent rate of about 2000FPM (Feet Per Minute) - change the attitude and throttle positions as needed, butnever let the engine torque go negative. That attitude/speed should yield a near cruise speed descent and a gooddescent rate, allowing us to get down to 5,000ft (the initial approach fix altitude) in a fairly short time. During thedescent, I still want to you track the 250 radial to the ABILENE VOR .

Before we continue, please download (and print, if possible) the Dyess AFB ILS RNW 34 and ILS RNW 16 approachplates at AirNav.com . Approach plates provide essential information about the procedure, which must be strictly followed.If you are unfamiliar with them, please take some time to read our "How to interpret approach plates" tutorial .

There are several limitations in both Flight Simulator and the Captain Sim C-130 Hercules that make this approach morecomplicated. First of all, FS2004 does not support TACANs, (military version of the VOR) which are a very commonnavigation aid at Air Force Bases. The DYESS TACAN could give us DME information, but since it is inoperative we haveno way of knowing how far from the runway we are. Even if TACANs were operative, the C-130 doesn't have a workingDME for the NAV2 radio - we'd have to be switching frequencies in order to get a DME information from NAV2. Also, areal ATC could easily vector us to the initial approach fix, but FS ATC is not capable of that. Despite all these limitations,we are still able to do a fairly realistic approach.

Using the C-130E Takeoff and Landing Speeds file you have downloaded, determine the threshold and landingspeeds (for a flap 100% setting landing) based on your gross weight. Because of the weather conditions, We will belanding on runway 34. Don't worry if you need to land on runway 16 - the approach is basically the same, but in theopposite direction. Now look at the approach plate - notice that we're coming from the right side and that the approachbegins 20 miles before the runway threshold at an altitude of 5,000 ft. We basically need to cross the airport, join the lefttraffic pattern, turn to final at about 20 miles behind the runway and land using the ILS. In the meantime, we also needto reduce the speed, extend the flaps/gear and configure the different systems of the aircraft. Let's now brief thisapproach in detail.

At this point, you should have already descended to 5,000ft and slowed down to 180 knots. Since we're joining the lefttraffic pattern, we'll continue to track the ABILENE VOR 250 radial until 5 miles past the VOR station - that shouldprovide a good spacing for the downwind leg. After crossing the station and flying for 5 more miles, turn left to theopposite runway heading (341) in order to enter the downwind leg. After the turn is completed slow-down to 150 knots.Still in the downwind leg, I want you to set the ILS frequency on the NAV1 radio (I-DYS - 109.90) and turn the COURSESET knob to 161. We'll continue to fly in this heading (341deg), speed (150kts) and altitude (5,000ft) until the glideslopeindicator bar starts to go up. When the glideslope indicator bar has gone all the way up, start another left turn to thebase leg, reduce the speed to 140 knots and set flaps to 50%. In a short time, the localizer will become "alive", and you

should make the last turn to final approach. When the final turn is completed, extend the landing gear and - In thehydraulics system ( R1 icon) set the auxiliary hydraulic pump ON. Finally, set the flaps to 100% and reduce the speed toabout 130 knots "when the landing is assured". Keep the localizer and glideslope centred at all times.
http://www.airnav.com/airport/KDYShttp://www.fsstation.com/tutorials/approachplates.htmlhttp://www.airnav.com/airport/KDYShttp://www.fsstation.com/tutorials/approachplates.html


16/20



That's the end of the descent and approach briefing. Please read this section again, analyse the approach platecarefully and get ready to start the descent. It is extremely important that you fully understand what you aresupposed to do before starting the descent.

Since we've already briefed the descent and approach procedure, I'll not be very detailed here - much of the informationyou need for this phase was already presented in the briefing section. Back at cruise altitude, move the throttle to theflight idle position and wait for the speed to drop to 210 knots. Then, adjust the attitude and thrust so that you descendat -2000FPM with a constant speed of 210 knots. While descending, continue to track the ABILENE VOR 250 radial.From the approach plate, we learn that the decision height for this approach is 200 feet - set this in the radar altimeter.

Continue the descent until reaching 5,000ft, then level-off and adjust the throttle to maintain 180 knots.

Five miles past the VOR station, start a left turn to heading 341 in order to enter the downwind leg. The airport should beahead of you, on the left side. Slow down to 150 knots - that is the normal downwind leg speed. Still in the downwindleg, set the ILS frequency on the NAV1 radio (I-DYS - 109.90) and turn the COURSE SET knob to 161 (runway heading).Maintain this same heading, speed and altitude until the glideslope bar has moved all the way up. At this point, startanother left turn to the base leg (heading 71), reduce the speed to 140 knots and set the flaps to 50%. In a short time,the localiser will become "alive" - make your last left turn to the final approach leg, extend the landing gear and activatethe auxiliary hydraulic pump from the hydraulics system ( R1 icon). Finally, set the flaps to 100% and reduce the speed toaround 130 knots "when the landing is assured". You may also want to turn the taxi and landing lights ON.

--- RUN THE BEFORE LANDING CHECKLIST ---

Landing, taxiing and shutdown

You have successfully started the aircraft and flown it for about 1h 30min. It's finally time to land. We'll now get to therunway and touchdown at the right speed, taxi to the stand and shutdown the aircraft.

Continue tracking the localizer and glideslope, but also keep an eye on the runway - it's important that you have visualcontact with it before reaching the decision height. At about 1000 feet above ground level (watch the radio altimeter),reduce the power slightly so that you can slow down to the threshold speed. When above the threshold, reduce thepower once last time so that you can reach the touchdown speed at the moment of touchdown. Keep a close eye on theradio altimeter, the speed, the attitude indicator and the runway. At about 25 feet above ground level, gently pull back on


17/20



the yoke to begin the flare - your vertical speed should now be -100~-200FPM, which is perfectly suitable for landing.Don't worry if the conditions require a greater vertical speed, the landing gear can handle rough landings too.

Touchdown with the main gear first and smoothly but gently apply forward pressure to lower the nose gear and increasesteering effectiveness. Using the wheel brakes slow the aircraft and apply reverse thrust as needed. At taxi speed, releasethe brakes and move the throttles forward to maintain the taxi speed; exit the runway and start taxiing to the standfollowing ATC instructions. While taxiing, command flaps up and:


1. Turn the Master Control knob to the STBY positionThe transponder is no longer needed now that you're on the ground again.

- In the TCAS panel ( Rdr icon):

1. Function selector switch OFFThis will turn the radar off. You'll not need a TCAS on the ground, since there's no collision risk and the antenna emitsradiation.


1. Air conditioning master switch AIR COND NO PRESSThe cabin will be climatised, but not pressurised. Everyone should be able to breath now...

- In the anti-icing system ( Upper OH icon):


18/20



1. NESA windshield switches - OFF2. PITOT HEAT switches - OFF3. PROP & ENG ANTI-ICING - OFF4. ENGINE INLET AIR DUCT ANTI-ICING - OFF

Anti-icing is no longer needed now that we're on the ground.

- In the GTC control panel and electrical system ( Upper OH icon):

1. Start GTC - STARTINGThis requires several steps: 1.1. Open the GTC intake door in order to allow GTC startup. The "NOT CLOSED" indicator should illuminate.1.2. Turn the GTC control switch to the START position. It will go back to "RUN" and the "START" light goes on.1.3. Wait until the ON SPEED light goes on. This light indicates that the GTC is operating normally and load can finally beapplied.

1.4. Open the bleed air valve. This forces the GTC to supply air to the bleed-air system, which will be used to climatisethe aircraft.

2. START ATM - STARTINGThis requires two steps: 2.1. Start the ATM by placing the ATM control switch to the ON position.2.1. Connect the ATM generator by placing the generator switch in the RESET, ON position. This will supply power to theessential AC bus.

3. Bus tie switch - TIEDThis Provides a means for powering the main ac bus from the ATM generator during ground operation with no engine- driven generators supplying power.

--- RUN THE AFTER LANDING CHECKLIST ---


19/20



Set the parking brake to ON as soon as you are parked in the stand and make sure throttles are in the ground idleposition. Let's now proceed to the engine shutdown and final configurations.


1. Place condition levers in GROUND STOP and observe zero fuel flowThat should stop the engines. Power is now being provided by the ATM and battery.2. Temp datum control switches - NULL

- In the pressurisation and bleed air systems ( Upper OH icon):

1. Air conditioning master switch OFFYou are just about to leave the aircraft, climatisation is no longer needed.2. Engine bleed air switches - OFFThe engines are off and not supplying bleed air. There is no need to keep the engine bleed air switches on.


1. Engine generator switches - OFFNo power is being provided from the engines, so their generators can be disconnected2. Inverters - OFFBoth "Co-pilot AC Instruments" and "AC instrument and Engine" switches should be placed in the OFF position


20/20



1. SUCTION BOOST PUMP switches - OFF2. ANTI-SKID switch - OFF There is no more braking power needed. We're already parked (and wheel chocked) at the stand.

- In the GTC control panel and in the electrical system ( Upper OH icon):

1. Disconnect the ATM generator2. Stop the ATMWe are leaving the aircraft. It's time to turn the power off.3. Stop the GTCThis requires three other steps: 3.1. Close the bleed air valve3.2. Turn the GTC control switch to the OFF position.3.3. Close the GTC door


1. Bus tie switch - NORMAL2. DC power switch - OFF

That will completely shutdown the aircraft. This is the famous "Cold and Dark" state.

--- RUN THE ENGINE SHUTDOWN CHECKLIST ---

Phew! You've just completed a Captain Sim C-130 Hercules flight. Congratulations!

This tutorial was developed by Bernardo Srulzon . Please visit www.fsstation.com to read otherreviews/tutorials and receive support for this one.

c-130 tutorial.pdf

Documents