Not meant to be a complete POH ( Pilots Operating Handbook ),
but hopefully enough info and hints, told in a not too compli-
cated language.
Below you will find relevant info on how to handle and what
to expect when flying this Hercules HC130 Kodiak 1706 - based
on real life data and my and Herc Pilot, Tony Cortes' extensive
testflying of Barry Blaisdell's MSFS model - in FS98 and in FS2K,
with the air files created by Jens Borgstroem.
Must say, for starters, that during my said test flights we found
this Flightsim aircraft meets almost every spec and performance data
from it's real life counterpart.
As for flying procedures, approaches in general, how to make
flight plans and use of VORs, NDBs, ILS aso. that is *not* the
purpose of this Handling Book - I point you to other sources.
Also I point you to the onboard Checklist, opened by use of
+C in FS98 and via pull down menu 'Knee board' in FS2K, should
help you aswell.
NOTE:
Neither the Pilot's Handling Book, nor the included Checklist are
intended for real life flying.
The Handling Book and Checklist are interpretations, so to speak, and
not at all close to any real life ditto, but mainly meant as a kind
of help to the sim pilot, even though most of the features and issues
are found in real life counterparts too.
Aircraft Data for this Lockheed HC-130H Aircraft
( may vary from diff. sources and real life due to FS
Flight Dynamics always having to be a compromise !):
=====================================================
IMPORTANT NOTE:
In FS2K The aircraft tends to load up in the Flightsim with fuel tanks full
and an aircraft Gross weight of 143,000 lbs.
You will need to defuel(remove) fuel if you desire to fly at a lighter
gross weight.
Fuel state is dependent on the individual situation / startup files.
Jens Borgstroem has created two for the FS98 version and one for FS2000,
and the last mentioned is even set up at Kodiak, Alaska :o)
Both sets of Startup files sets fuel to half and proper 'all off' but
well trimmed.
The more fuel loaded, the more tendency to nose pitch up attitude.
The standard aircraft configuration weight is 126000 lbs.
That is basic aircraft weight plus 45000 lbs. of fuel. This configuration
is used about 80% of the time.
It is used on training flights as well as most logistic flights( allows us
to carry more cargo).
The exception to this would be of course long range Search and rescue,
long range logistics and all Law enforcement missions. In those cases the
aircraft config is basic weight plus 62000 pounds of fuel plus any
cargo required putting aircraft total weight up to 155 K
Max Takeoff Weight: 143,000 lbs
Max Landing Weight: 143,200 lbs
Cruising Speed: 230 KIAS
Maximum Speed : 250 KIAS
Max (never-exceed) speed: 300 KIAS
Operating the Lockheed C-130 in FS
===================================
First a few essentials:
-----------------------
You should *not* have the 'auto coordination' turned on if you want to
fly and handle this aircraft like we do in real life!
When turned off you operate the rudder/ steering by e.g. use of pedals,
twist of joystick ( if you have one with that feature ) or Num keyboard
( Num Lock off !):
' 0 ' = left
' 5 ' = center
' enter ' = right
Realism and aircraft settings:
------------------------------
In the FS98 and FS2K /Aircraft/Aircraft-Settings Menu choose these, highly
recommended:
"Most realistic" - far right on the slide bar.
Climb rate in FT/min:
---------------------
Standard Climbout speeds
180 kias to 10000 ft
170 kias to 15000 ft
160 kias to 25000 ft
Climbout to 10000 ft= 1820 FPM with 10 degrees nose up
Climbout From 10000 ft and above= 1000 to 1200 FPM with 10 degrees nose up
This bird is in fact able to climb all the way to the top, the
service ceiling. As always a compromise in FS, so you might feel her a bit
too powerfull at low altitudes.
Re. Key strokes - see the online manual in FS98 !
***************
ON THE GROUND:
==============
Taxiing
--------------------------------------------------------------------------
You will find that it will not take much power to taxi the C-130 and that
the pilots view gives you a pretty good perspective of the taxing environment.
Backing is another story, because say having a full load, the Herc simply
cannot move backwards on it's own by means of 'reverse thrust' !
Note that the cargo ramp aft is open as default, close with spoiler key
before taxiing and take off.
Steering:
---------
The C-130 turns rather sharply and can be over-steered if not careful. It will
make a 180 degree turn within the confines of a normal width runway
GETTING AIR BORNE AND IN THE AIR:
=================================
Run-Up, Shut-Down engines and emergency procedures are not included in this file !
TAKE OFF (lined up on Rwy):
---------------------------
Check your flaps are at 50 percent and the trim is set to two notches up.
Advance throttles ensuring all throttles are matched then release brakes.
At approx. 100 KIAS Pull back on the yoke and the aircraft nose will begin
its upward pitch.
As the aircraft climbs into the air retract the landing gear while accelerating
to 150 kts. After gear retraction, Fully retract flaps and set 1800 to 2000 FPM
(Aprox 190 KIAS) climb rate to 10000 feet.
After 10000 feet set 1000 to 1500 FPM climb (Aprox 170 KIAS) to desired
altitude (Based on Gross weight).
CRUISE:
-------
Once leveled off at desired altitude, you can
set speed to desired cruising speed ( normal: 230 -250 Kts. - pull back
throttle to not continue the acceleration).
For this FS model:
Cruise speed up to approx. 18.000 ft: 250 KIAS
Cruise speed approx. 18.000 - 23.000 ft: 225 KIAS
Please remember that at higher altitudes Kts shown on speedometer drops
even if you in fact fly faster - due to the thinner air up there the
influence on the pitot tubes that measure speed is smaller.
By the way - remember to have pitot heat activated.
Normal operating altitudes varies - but 1500 - 23000 ft ASL would be normal
on maratime patrol routes.
This FS model operates best up to approx. 23.000 ft.
Visually, with *not* full load of fuel ( but say 1/3 - 1/2 ) this bird is
balanced correctly fore - aft, namely about 5 degrees nose pitch up.
More fuel ( cargo ) loaded - more pitch up - now you know.
TURNS:
------
Be careful not to lose altitude on turns, pull back on yoke / joystick
slightly and co-ordinate rudders with your turn ( see above on auto coord.),
it should be steady and making a nice but wide arc. Slow, and steady rudder-yoke
co-ordination should make it a pleasant turn.
And on the Artifical Direction Indicator ( ADI), look at the 'horizon ball'
(= Turn coordinator) - and try to keep it as close to the middle as possible.
Some slight deflection is to be expected, though. Looking at the aeroplane
from the outside, spot view behind, you can see it lifting it's
tail to match the curve / arc flown when you activate rudder as stated.
GETTING DOWN AGAIN:
===================
DESCENDING:
-----------
This can be done in several ways, I find descending at 1000 - 1500 ft per
minute with Throttles retarded works great. Remember to watch you speed
and adjust Descent rate as required.
Flaps do affect the balance Fore-Aft so take care not to fly too
fast with flaps activated - looks silly to fly 'nose down'.
Speaking of Flaps - remember max speed for any is 220 kts !
APPROACH and LANDING:
---------------------
As you begin your airport environment approach set flaps to 50 percent and notice a
slight nose down pitch change (180 KIAS Speed limit) and Lower the landing gear
as required (165 KIAS Speed Limit) The approach speed is 10 kts above threshold
speed noted below. When landing is assured and your target speed is threshold
speed lower flaps to 100 percent and again notice about a 5 degree nose down
pitch change ( 145 KIAS Speed Limit). This will set you up for your final approach
configuration.
TOUCH DOWN:
Just prior to touchdown raise the nose for a slight flair and speed reduction.
When you are firmly on the ground use reverse to slow you as required and raise
flaps when able.
++++++++++++++++++++++++++++++++++++++++++++++++++++++++
The following preformance tables are based on aircraft gross The gross weights
run across the top and the different aircraft configuration speeds that are based
on that particular gross weight run vertical under that weight.
This POH is based upon layout by Jens Borgstroem, Duckling Air, with permission.
Information provided, this POH compiled and aircraft testflown by Aviation Maintenance Technician
First Class (AMT1) David Gillespie.
Dave is an Active Duty Coast Guardmans with 3400 flight hours as an HC-130H Flight Engineer
assigned to Coast Guard Airstation Kodiak.
