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Touch and Go on C130H-30R

Touch and Go on C130H-30R

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Published by awanggoneng
Circuit Flying on Lockheed Hercules C130H-30R
Circuit Flying on Lockheed Hercules C130H-30R

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Published by: awanggoneng on Oct 14, 2008
Copyright:Attribution Non-commercial

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05/09/2014

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Touch and Go on C-130H/30R 
A revised experience.
C
rew Check In.
[My crew responses “Copilot, Engineer, Nav, Loadmaster, Number Two!]
 
[Glory to Him Who has subjected this to us, and we could never have it (by our efforts). And verily, to Our Lord we indeed are to return! In the Name Of Allahwill be its (moving) course and its (resting) anchorage. Surely my Lord is Oft-Forgiving, Most Merciful] 
C
rew, this will be a rolling takeoff, 19600 inlb or 1077 degreesCharlie which ever is limiting. Takeoff weight is 122000 lb. Refusalspeed 111knots, Take off speed 111knots and call rotate at 106 knots.Malfunction before refusal, whoever notices will call abort three times,followed by the malfunction system, propeller or engine. I’ll retard thethrottle to ground idle and reverse symmetrical engines. For propmalfunction I’ll retard the throttle to flight idle and command featherthe No (1/2/3/4) prop. Copilot is to feather the malfunction prop andcalled feathered on completion. I’ll then retard the throttle to groundidle and reverse symmetrical engines. Flight engineer is to monitorcopilot actions. Malfunction after refusal, standard emergencyprocedure will be carried out. Fuel dump time is not required. Recoveryvia visual recovery, radar altimeter set to 200 feet. Sector safetyaltitude ten nautical miles is 4200 feet. Navaids setup, VOR on BatuArang one and two, ADF on Charlie Echo one and two. Start sequencethree four two one. Any question?
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D
ecember 10, 2006, I reported to C130H-30R squadron for myconversion on the Lockheed Hercules after the premature closure ofAirbus A319 VVIP project. My last flying is on PC-7 teaching thecourse 2005 student at the advance stage. That was in September2006. Then came the signal directing me to lead the A319 projectwhich I received with mixed emotion. Eventually the project did notmaterialize in the airforce, and I manage to get myself posted to theCharlie squadron. Transiting from an light trainer to a heavy transportis quite an experience, moreover when my assignment is as aninstructor on the C130H. It is a fun only after you have completed yourcategory check and Clear – To – Instruct assessment. 
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C
ompleting the cockpit checks and Before Starting Engine Checks,now is the time to get the four heavy propellers turning. Copilot willcall for “Clear No three engine” followed by loadmaster acknowledging“No 3 Clear” and the flight engineer call “No 3 override”. Subsequentlywith BismilLah I call “Turning three!”
W
ith the eye of the hawk flight engineer will monitoring the startsequence— “Rotation, 10 to 16 pressure good 36 psi, fuel flow, ignition,oil pressure, hydraulic pressure, parallel, 60 percent (I release thestarter switch, my left hand move to rest on the steering wheel)series, stable start, peak TIT 780, three normal, generator On” Copilot
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