‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 1

ABOUT THIS MANUAL

VERSION: 14 NOVEMBER, 2005

WARNING: THIS MANUAL IS DESIGNED FOR MICROSOFT® FS2004 USE ONLY. DO NOT USE IN REAL
AVIATION.

The ‘Legendary C-130’ FLIGHT MANUAL is organized into three Parts:

Each Part is provided as a separate Acrobat® PDF document:

Click START > Programs > Captain Sim >Legendary C-130 > Flight Manual >

Part I – Aircraft
Chapter 1 - General Description
Chapter 2 - Systems and Equipment

Part II – Normal Procedures - this document.

Part III – Flight Characteristics and Performance Data

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 2

‘LEGENDARY C-130’ FLIGHT MANUAL

PART II – NORMAL PROCEDURES

CONTENTS

Page
5 CHAPTER 1 - INSPECTIONS, CHECKLISTS, AND PROCEDURES

5 INSPECTIONS AND PROCEDURES

5 PREPARATION FOR FLIGHT

5 AIRCRAFT STATUS CHECK
5 CHECKLISTS
5 THRU-FLIGHT OPERATIONS

5 ENTRANCE

5 EXTERIOR INSPECTION
5 WALK AROUND INSPECTION

5 INTERIOR INSPECTION
5 COCKPIT INSPECTION
9 BEFORE START
11 STARTING ENGINES
12 BEFORE TAXI

13 TAXI
17 CROSSWIND TAXIING
17 BACKING THE AIRCRAFT

18 BEFORE TAKE-OFF

20 TAKE-OFF
20 NORMAL TAKE-OFF
21 MAXIMUM EFFORT TAKE-OFF AND OBSTACLE CLEARANCE
22 CROSSWIND TAKE-OFF

22 CLIMB

23 DESCENT
23 NORMAL DESCENT
23 MAXIMUM RANGE DESCENT
23 RAPID DESCENT
23 Gear and Flaps Retracted
23 Gear and Flaps Down

24 APPROACH

24 BEFORE LANDING

25 LANDING
25 TRAFFIC PATTERN
25 Propeller Reversing
26 Normal Reverse Thrust Landing
26 CROSSWIND LANDING
26 GUST CORRECTION
27 WIND SHEAR
27 Decreasing Headwind
27 Increasing Headwind
27 NO-FLAP LANDING
28 MINIMUM RUN LANDING
28 LANDING ON WET RUNWAYS
28 LANDING ON ICY RUNWAYS

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 3

28 TOUCH AND GO LANDING

28 On the Runway
29 After Take-Off
29 Before Landing

29 GO-AROUND
29 AFTER LANDING
30 SECURE
31 BEFORE LEAVING THE AIRCRAFT
32 CRUISE ENGINE SHUTDOWN
33 AIR START PROCEDURE
34 NIGHT FLYING

34 FUEL MANAGEMENT
34 WING TANKS TO ENGINES FUEL FLOW
34 Take-Off and Approach
35 Cruise

36 C-130 CHECKLIST

36 NORMAL PROCEDURES
36 BEFORE START
36 STARTING ENGINES
36 BEFORE TAXI
37 TAXI
37 BEFORE TAKE-OFF
37 CLIMB
38 DESCENT
38 APPROACH
38 BEFORE LANDING
38 TOUCH AND GO LANDING
38 On The Runway
38 After Take-Off
38 After Landing
39 CRUISE ENGINE SHUTDOWN
39 AIRSTART PROCEDURES

40 EMERGENCY PROCEDURES

40 ENGINE SHUTDOWN PROCEDURES

40 GTC FIRE (GROUND EMERGENCY)
40 GROUND EVACUATION
40 GTC FIRE INFLIGHT
40 FUEL DUMPING
41 WING FIRE
41 FUSELAGE FIRE/SMOKE AND FUME ELIMINATION
41 IN-FLIGHT DOOR WARNING
41 RAPID DECOMPRESSION

42 CHAPTER 2 – ALL-WEATHER OPERATIONS

42 INTRODUCTION

42 INSTRUMENT FLIGHT PROCEDURES

42 HOLDING
43 PENETRATIONS
45 INSTRUMENT APPROACHES
45 Typical Instrument Approach - Four or Three Engines - NDB, VOR, or Range Procedures.
46 Typical Instrument Approach -Two Engines - NDB, VOR or Range Procedures.
47 Typical ILS - Four or Three Engines.
48 Typical ILS - Two Engines.
49 Typical Radar Approach Pattern - Four or Three Engines.
50 Typical Radar Approach Pattern - Two Engines.
51 CIRCLING APPROACH

51 ICE AND RAIN

53 CLEAR AIR ICING
53 RAIN

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 4

53 TURBULENCE AND THUNDERSTORMS

53 DESERT PROCEDURES
53 BEFORE ENTERING THE AIRCRAFT
54 BEFORE STARTING ENGINES
54 TAXIING INSTRUCTIONS
54 TAKE-OFF
54 СRUISE
54 LANDING
54 STOPPING ENGINES
54 BEFORE LEAVING THE AIRCRAFT

55 CUSTOMER SUPPORT

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 5

CHAPTER 1 - INSPECTIONS, CHECKLISTS, AND PROCEDURES

INSPECTIONS AND PROCEDURES

PREPARATION FOR FLIGHT

AIRCRAFT STATUS CHECK

The pilot in command and the flight engineer will review previous discrepancies to ensure that the aircraft is
safe for flight. The flight engineer will ensure that the aircraft has been serviced with the required amount of
fuel, oil, and oxygen for the assigned mission. It is the responsibility of the pilot in command to ensure that all
required inspections are completed. The aircrew inspections are based on the assumption that these
inspections have been completed. Therefore, duplicate inspections and system checks have been eliminated,
except for items required in the interest of safety.

CHECKLISTS

The pilot in command is responsible for ensuring that all preflight checks are complied with. The actual
accomplishment may be delegated as required. Starting with the Before Start checklist, the remaining
checklists in this section are of the challenge type. Checklist items marked with a double asterisk (**) are to
be performed on the first flight of the day. Only circled/boxed items need be checked when taxiing back for
take-off after landing with all engines operating and crewmembers remaining at their crew positions. The
copilot reads the item in the checklist aloud as a challenge, and the response listed is given by the
crewmember indicated. When more than one crewmember has the same response to the same item, each
crewmember subsequent to the initial crewmember responding need respond only with his crew position.
Before answering a challenge which indicates a complete control panel, the responsible crewmember will check
that all switches and controls on the panel are in the positions indicated in the response. When the response is
listed “as required,” or “as desired,” the crewmember will respond by stating the present operating Status of
the system. The codes: P,CP, FE, N, RO, O, FM, FA, GC, and LM stand for pilot, copilot, flight engineer,
navigator, radio operator, observer, flight mechanic, flight attendant, ground controller, and loadmaster,
respectively. In the event one crewmember is not on board, his duties will be assumed by another. In the
event a navigator (N) is not on board, the flight engineer (FE) will respond to the navigator checks.

THRU-FLIGHT OPERATIONS

When the aircraft is flown on the same mission and no maintenance or servicing is required, it is unnecessary
for the preflight checks to be performed after the first flight of the day. When maintenance or servicing is
required, only those items or systems affected need be checked prior to the next flight. The checklists have
been designed so, for thru-flight operation, the flight crew may begin with the Before Start checklist to assure
a safe flight.

ENTRANCE

Prior to entering the aircraft to commence the preflight cheeks, the flight engineer will check:

1. Chocks - IN PLACE.
2. External power - IN PLACE.
3. Dust excluders and duct plugs - REMOVED.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 6

EXTERIOR INSPECTION

WALK AROUND INSPECTION

Conduct a walk-around inspection following the route shown:

Workstands or a ladder will be required to accomplish the check of the engine inlet air ducts, the engine
exhaust areas, external tank caps, refueling pods, the fire extinguisher bottle charge, and auxiliary fuel tanks
magnetic dipstick.

1. Nose section - CHECKED.

a. Crew entrance door.

b. Battery compartment.
c. External power.
d. Pitot/pitot-static masts.
e. Radome and nose exterior.
f. Nose gear down lock and wheel well areas.
g. Brake accumulator pressures.

2. Forward fuselage, right side and bottom - CHECKED.

a. Oxygen filler.
b. Flight deck air conditioning intake and exhaust.
c. Exterior structure general condition.
d. Static air ports.
e. Anti-collision/strobe light.

3. Right wheel well area and center fuselage - CHECKED.

a. Cargo compartment air conditioning intake and exhaust.

b. Cargo compartment air conditioning oil level.
c. Right main landing gear, wheel well area, landing gear door attachment.
d. Exterior structure general condition.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 7

e. Auxiliary fuel tank cavity drams.

4. No. 3 and No. 4 engine nacelles, external fuel tank, propellers, and right wing - CHECKED.

a. Nacelle exterior structure general condition, fluid leaks.

b. Engine inlet air ducts.
c. Propeller spinners and blades general condition.
d. Fuel tank vents for external obstructions.
e. External fuel tank cap and tank structure general condition, fuel leaks.
f. Refueling pod (if installed) for security, fluid leaks, and general condition.
g. Refueling pod (if installed) for type of drogue (high speed or low speed).
h. Refueling pod (if installed) accumulator aircharge and surge suppressor aircharge
(Checked/within limits).
i. Engine exhaust areas.
j. Flap, aileron, tab, wing skin.

5. Aft fuselage and empennage - CHECKED.

a. Exterior structure general condition.

b. Paratroop doors.
c. ATO units (if required).
d. Cargo ramp and cargo door.
e. Tail structure and control surfaces.
f. Fuselage tank vent.

6. No. 2 and No. 1 engine nacelles, external fuel tank, propellers, and left wing - CHECKED.

a. Liferafts.
b. Nacelle exterior structure general condition, fluid leaks.
c. Engine inlet air ducts.
d. Propeller spinner and blades general condition.
e. External fuel tank cap and tank structure general condition, fuel leaks.
f. Refueling pod (if installed) for security, fluid leaks, and general condition.
g. Refueling pod (if installed) for type of drogue (high speed or low speed).
h. Refueling pod (if installed) accumulator aircharge and surge suppressor aircharge (checked,
within limits).
i. Engine exhaust areas.
j. Flap, aileron, tab, wing skin.

7. Left wheel well area and center fuselage - CHECKED.

a. Air deflector door area.

b. Left main landing gear, wheel well area.
c. Landing gear door attachment.
d. Fire extinguisher bottle charge.
e. Exterior structure general condition.
f. Auxiliary fuel tank cavity drains.
g. Auxiliary fuel tank magnetic sight gage.

8. Forward fuselage, left side and bottom - CHECKED.

a. Exterior structure general condition.

9. Top of aircraft - CHECKED.

WARNING
All necessary safety precautions should be observed. Conducting this inspection during
high winds or other severe weather conditions can be dangerous. Under these
circumstances, the pilot may waive this inspection.

CAUTION
Keep in mind that this is a pressurized aircraft and that skin damage is dangerous.
Use extreme care at all times to avoid scratching or denting the aircraft skin while
waking on the fuselage.

a. Dry bay areas for leaking of fuel or hydraulic fluid.

b. Fuel servicing accomplished; rank caps for security.
c. Emergency equipment access panels for security.
d. Wing, fuselage, empennage, control surfaces, and flaps general condition.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 8

e. Antennas for security.

f. Escape hatches external release handles for condition and fit.
g. Anti-collision/strobe light.

INTERIOR INSPECTION

During the interior inspection the pilot will make sure that the fuselage fuel tank or cargo and loose equipment
is secured and that lights are functioning.

1. Crew entrance area - CHECKED.

2. Cargo compartment area - left side - CHECKED.

3. Ramp area - CHECKED.

a. Left side anchor line and anchor arm.

b. Left side ramp locks.
c. Left side ramp telescoping arm.
d. Left side cargo door locks.
e. Right side cargo door locks.
f. Right side ramp telescoping arm.
g. Right side ramp locks.

4. Cargo compartment area - Right Side - CHECKED.

COCKPIT INSPECTION

This inspection was designed to provide a systematic method of checking the position of each switch, valve, or
item in preparing the aircraft for operation. This inspection is to be completed by the flight engineer during the
preflight. All other checklists will be completed by challenge and reply.

1. Preflight/aircraft records - COMPLETED.

2. Navigator panel – SET.

a. All radios and radar equipment – OFF.

3. Pilot and copilot side shelves – SET.

a. Windshield wipers - PARK/OFF.

b. Alarm bell, jump signal - CHECKED/OFF.
c. Air deflector doors - CLOSED/OFF.
d. Propeller governor control switches - NORMAL.
e. Feather valve - VALVE.
f. FEATHER OVERRIDE buttons – OUT.
g. Radar - OFF.

4. Fuel governing switches - NORMAL/SAFETIED.

5. Anti-icing and de-icing switches - SET.

a. NESA - OFF.
b. NACELLE PREHEAT - OFF.
c. PROP & ENG ANTI-ICING MASTER – AUTO.
d. PITOT HEAT - OFF.
e. ENGINE INLET AIR DUCT ANTI-ICING - OFF.
f. PROPELLER ICE CONTROL - OFF.
g. Wing/empennage anti-icing - OFF.
h. ENGINE BLEED AIR - OFF.
i. BLEED AIR DIVIDER VALVE - NORMAL.

6. Air conditioning control panel - SET.

a. CARGO COMFT and FLT STA temperature controls - NORMAL.

b. Air conditioning master switch - OFF.
c. CARGO COMPT and FLIGHT STA temperature controls - OFF/NORMAL.
d. Underfloor heat switch - OFF.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 9

e. Underfloor re-circulating fan switch - OFF.

f. EMERGENCY DEPRESSURIZATION switch - NORMAL.
g. EMERGENCY DEPRESS handle, test valves - IN/SAFETIED.

7. Electrical control panel (if no power on aircraft) - SET.

a. Generators/inverters - OFF.
b. BSU switches (some aircraft) - ON.
c. BUS TIE/GND BUS TIE (some aircraft) switch - UNTIED.
d. BATTERY switch - OFF.
e. Exterior/interior lights - OFF.
f. Landing/taxi lights - OFF.

8. Fuel control panel - SET.

a. Dump switches – OFF.

b. Fuel BOOST PUMP switches - AS REQUIRED.
c. AUX and EXT TANK PUMP switches - OFF.
d. CROSSFEED valve switches - OPEN.
e. CROSSFEED SEPARATION valve - AS REQUIRED.
f. BYPASS valve switches - CLOSED.

9. Fire emergency control handles – IN.

10. Control surface boost shutoff switches - ON/SAFETIED.

11. Landing gear lever - DOWN/NORMAL.

12. Clocks -WIND/SET.

13. Hydraulic control panel – SET.

a. ENGINE PUMP switches - ON.

b. BOOST PUMP switches - OFF.
c. BRAKE SELECT switch - EMERGENCY.
d. AUX PUMP switch - OFF.
e. ANTI-SKID switch - OFF.

14. ADS panel switch - OFF.

15. Condition levers, throttles – GRD STOPIGRD IDLE.

16. TEMP DATUM CONTROL VALVES switches - AUTO.

17. Synchrophase master switch - OFF.

18. Radar and IFF - OFF.

19. All radios - OFF.

20. Nose landing gear pin, ground wire, pitot covers - REMOVED.

BEFORE START

1. Cockpit inspection - COMPLETED (FE).

2. Passenger brief - AS REQUIRED (P).

3. Electrical control panel - SET (FE).

a. External ac power switch - EXT AC PWR (IF AVAILABLE).

b. External dc power switch - EXT DC PWR OR BATTERY AS AVAILABLE.
c. Bus tie switch - AS REQUIRED.

4. Radios - ON (CP).

5. Fire emergency control handles, test panels and warning lights - IN/CHECKED (P) (CP) (FE).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 10

a. Fire emergency control handles pushed in.

b. Place the turbine overheat switch in the TEST position. Check that the warning lights flash.
Release the switch to NORMAL.
c. Place the engine fire test switch in the TEST position. Check that the warning lights in the
engine and APU fire emergency handles and the master fire warning light glow steadily.
Release the switch to NORMAL.
d. Position the nacelle overheat warning switch to TEST. Check that all four warning lights
illuminate. Release the switch to NORMAL.

6. Clear GTC and props - CLEAR/FIRE GUARD POSTED (GC/FM).

7. Start GTC - STARTING (FE).

Note
Do not open GTC bleed air valve until the on-speed light has illuminated.

8. Bleed air system - CHECKED/SET (FE).

Note
The bleed air pressure gage can be used to check the bleed air system. Use the
following steps to check out the system with external ac or dc power and with air
supplied by the GTC.

a. Place the engine bleed air switches to OFF and turn off all systems that use bleed air.
b. Check that system pressure is approximately 35 to 45 psi. Failure to teach this pressure
indicates that some valve in the system has not closed, that a duct is leaking, or that the
compressor output is low.
c. Place the engine bleed air switches to OVRD one at a time. Valve movement may be indicated
by a fluctuation on the pressure gage.
d. Close the GTC bleed air valve.
e. The time required for a pressure drop in the system, from 30 to 15 psi, shall be no less than
8.5 seconds.
f. Place all engine bleed air switches to OFF.
g. Open the GTC bleed air valve.

9. ATM GEN - AS REQUIRED (FE).

10. Exterior, interior, anti-collision/strobe lights - AS REQUIRED (P) (CP) (FE).

11. Inverters - SET (FE).

a. Copilot inverter switch - ESSENTIAL AC BUS/ESS AV AC BUS.

b. AC INST & ENGINE FUEL CONTROL INVERTER switch - ESSENTIAL DC BUS.

12. Standby attitude indicator - CHECKED (P)

a. Unlock and cage the gyro and observe that the wanting flag is out of view and that the
indication is completely stabilized within 3 minutes.
b. Place the STBY ATTD switch to the INS BUS position and observe that the warning flag
remains out of view.
c. Adjust the caging knob to obtain desired pitch presentation.

Note
If the desired pitch trim adjustment cannot be obtained, the indicator may be installed
improperly. Do not recage the indicator to correct pitch attitude misalignment.

d. Place the STBY ATTD switch to OFF and observe that the warning flag appears.
e. STBY ATTD indicator gyro – CAGED AND LOCKED

13. Fuel quantity and distribution – CHECKED (P) (FE).

14. Fuel enrichment switches - OFF (P).

15. Oil cooler flaps - AS REQUIRED (CP).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 11

Note
At 27 °C and above the oil cooler flaps should be in the OPEN/FIXED position for
starting.

16. Hydraulic control panel - SET (CP).

Note
If utility system hydraulic pressure is indicated after the auxiliary hydraulic pump is
turned on and before starting No. 2 engine. a malfunction of the hydraulic ground test
valve is indicated. The interconnect valve may still be open.

a. BRAKE SELECT switch - EMERGENCY.

b. AUX PUMP switch - ON/PRESSURE UP.
c. ANTI-SKID switch - OFF.
d. ENGINE PUMP switches - ON.
e. SUCTION BOOST PUMP switches - ON/LIGHTS OUT.

17. Parking brake - SET/REMOVE CHOCKS (P).

18. Oxygen - CHECKED/NORMAL/100%/OFF/(ALL).

19. Ground idle buttons - LOW (FE).

Note
After the first engine is started and stabilized at low speed ground idle and all engine
instruments indicate normal, reset the engine to normal ground idle and allow engine
to stabilize. Use this engine as starting air source for other engines.

20. Flap lever - SET (CP).

Note
Set flap lever to correspond with flap position indicator.

21. Chocks, nose pin - REMOVED (GC/FM).

STARTING ENGINES

The MSFS 2004 normal engine starting sequence is 1, 2, 3, 4.

1. Clear No. 1 engine - NO. 1 CLEAR (GC/FM); TURNING NO. 1 (P); ROTATION NO. 1 (GC/FM).

a. Engine bleed air switch - OPEN.

b. Condition lever - RUN.
c. Hydraulic pump and pressure - PRESSURE UP/CHECKED (CP).
d. Low speed ground idle button - AS DESIRED (P) (FE).
e. Engine generator switch - ON (PE).

2. DC power switch - BATTERY (FE).

3. Clear No. 2 engine - NO. 2 CLEAR (GC/FM); TURNING NO. 2 (P); ROTATION NO. 2 (GC/FM).

Note
Repeat steps 1a-e for all engines.

4. ATM GEN – ON

5. Air conditioning master switch – NOPRESS (FE).

6. External power and ground equipment Removed - CLEAR (GC/FM).

7. Clear No. 3 engine - NO. 3 CLEAR (GC/FM); TURNING NO. 3 (P); ROTATION NO. 3 (GC/FM).

8. Clear No. 4 engine - NO. 4 CLEAR (GC/FM); TURNING NO. 4 (P); ROTATION NO. 4 (GC/FM).

9. Engine bleed air switches - SET (FE).

10. Fuel CROSSFEED valve switches-SET (FE).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 12

BEFORE TAXI

The ground operation of each engine should be held to a minimum to conserve fuel. Whenever possible, face
the aircraft into the wind during ground operation. Under prolonged ground engine operation at high ambient
temperatures, engine oil temperature must be monitored constantly. If temperatures approach the upper limit,
throttle settings must be increased to improve air circulation.

1. Fuel enrichment switches – OFF (P).

2. Wing and empennage anti-icing indicators - NORMAL/LIGHTS OUT (FE).

3. Radios, radar, navigation equipment, and IFF - ON/STBY (P) (CP) (N/FE) (RO).

4. Compass systems and heading indicators CHECKED/SET - (N/FE) (P) (CP).

5. Flaps - 50 PERCENT (CP).

Move the wing gaps to 0 percent, then to 100 percent, then back to 50 percent. Note normal
operation of rudder boost system.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 13

6. Ground equipment - CLEAR (P) (CP) (GC/FM).

7. Crew aboard - ABOARD, DOORS CLOSED, CHECKED (FMGC).

8. Hydraulic quantities and pressures – CHECKED (CREWMEMBER, CP).

9. AUX PUMP switch - ON (CP).

TAXI

Excessive oil temperatures and overheated brakes may be interrelated during ground operation. If throttles
are advanced to provide better oil cooling, the higher thrust may increase the taxi speed and require the pilot
to drag the brakes. If oil temperatures exceed limits, engine life is adversely affected, if brakes are
overheated, wheel failures and brake tires may result.

Avoid the use of brakes as much as practicable during taxiing, particularly after a landing which involved
braking. Care should be taken not to ride the brakes by inadvertent toe pressure. Placing the heels on the floor
should preclude inadvertent brake application. Skidding or skipping of the nose wheel may develop when the
aircraft is turning, because of either wet pavement or an aft center of gravity. These conditions can be
prevented by avoiding abrupt steering changes or by asymmetrical power. Light to moderate brake application
may be used to assist in turning the aircraft.

After turning, move the aircraft approximately 5 feet in a straight line to realign the main landing gear.

CAUTION
• Landing gear and tire damage may result if any attempt is made to pivot on a
locked wheel.
• Turning with brakes locked on one side or pivoting is prohibited. While turning the
aircraft, avoid hard or abrupt brake application or braking to a stop since damage to
the landing gear and/or supporting structure may result.
• Because of landing gear loads and aircraft taxi load factors when taxiing over soft
terrain, extreme caution must be exercised and very low taxi speeds observed.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 14

MINIMUM SPACE AND CLEARANCE REQUIRED FOR TURNING C-130 AIRCRAFT

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 15

MINIMUM SPACE AND CLEARANCE REQUIRED FOR TURNING C-130 AIRCRAFT

1. Brakes (Check the emergency brake system. Switch to the normal brake system and check with anti-
skid OFF and ON) - CHECKED/ ANTI-SKID ON (P) (CP).

CAUTION
Do not switch from EMERGENCY to NORMAL brake system until the aircraft is clear of
obstructions or stopped.

2. Aux hydraulic pump switch - AS REQUIRED (CP).

3. Flight instruments and altimeters - CHECKED (P) (CP) (N/FE).
4. Low-speed ground idle - AS REQUIRED (FE).
5. Generators and loads - ON/CHECKED (FE).

a. DC power switch - BATTERY.

b. Place the ATM generator to the OFF position and note that No. 2 generator assumes the
essential ac bus load.

6. Ice detection system - CHECKED/RESET/AUTO (FE).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 16

a. Place the warning icing conditions test switch in the No. 2 position. Note that the icing
conditions on light illuminates. Wait at least 12 seconds, during which the icing conditions on
light should remain illuminated. Place the PROP & ENG ANTI-ICING MASTER switch to the
RESET position and note that the icing conditions on light is extinguished.

CAUTION
Do not hold the warning icing conditions test switch in the No. 2 or No. 3 position longer
than 5 seconds. The test cycle may be repeated once, but then wait 5 minutes for the
ice detector to cool before performing this teat sequence again. Failure to comply can
result in damage to the ice detector probe.

b. Place the warning icing conditions test switch in the No. 3 position and note that the icing
conditions on light illuminates. Wait at least 12 seconds during which the icing condition on
light should remain illuminated. Continue with step c during the self test cycle.

Note
The following procedure can be omitted if the outside air temperature (OAT) is above
27 °C. However, the check should be performed prior to reaching cruise altitude.

CAUTION
When the aircraft is on the ground, do not operate the propeller anti-icing or de-icing
for an engine that is not running. The engine must be running in order to dissipate the
heat generated by the heating elements to prevent damage to the elements. Never
operate the system for more than two cycles while the aircraft is on the ground. Anti-
icing and de-icing may be used for a propeller feathered in flight.

c. Check propeller blade, spinner, and spinner base as follows:

CAUTION
Never operate the propeller anti-icing and de-icing for more than two cycles while the
aircraft is on the ground.

8. Crossfeed system - PRIMED, CHECKED (FE).

a. Place the No. 4 BOOST PUMP switch to ON. The No. 4 LOW PRESS warning light should be
extinguished.
b. Open the No. 4 crossfeed valve, Crossfeed manifold pressure should be 15 to 24 psi. After No.
4 pump is checked, leave No. 4 boost pump on and press the crossfeed PRIMER button for 30
seconds.
c. Open all crossfeed valves and crossfeed separation valve from right to left. All LOW PRESS
lights should be extinguished. Pressure should be 15 to 24 psi. Place No. 4 BOOST PUMP
switch to OFF.
d. Place No. 1 BOOST PUMP switch to ON. All LOW PRESS lights should be extinguished. Pressure
should be 15 to 24 psi. Close No. 1 crossfeed valve. Pressure should drop to zero.
e. Place No. 2 BOOST PUMP switch to ON. Pressure should be 15 to 24 psi. Close No. 2 crossfeed
valve. Pressure should drop to zero.
f. Place left auxiliary BOOST PUMP switch to ON. Pressure should be 28 to 40 psi. Close left
auxiliary tank crossfeed valve. Pressure should drop to zero. Open left bypass valve. Pressure
should be 28 to 40 psi. Close the left bypass valve. Pressure should drop to zero.
g. Place left FWD external BOOST PUMP switch to ON. Pressure should be 28 to 40 psi. Close
crossfeed separation valve. Pressure should drop to zero. Close left external tank crossfeed
valve. Open and close crossfeed separation valve. Pressure should be zero.
h. Place right FWD external BOOST PUMP switch to ON. Pressure should be 28 to 40 psi. Close
right external tank crossfeed valve. Pressure should drop to zero. Open right bypass valve.
Pressure should be 28 to 40 psi. Close right bypass valve. Pressure should drop to zero.
i. Place right auxiliary BOOST PUMP switch to ON. Pressure should be 28 to 40 psi. Close right
auxiliary tank crossfeed valve. Pressure should drop to zero.
j. Place No. 3 BOOST PUMP switch to ON. Pressure should be 15 to 24 psi. Close No. 3 crossfeed
valve. Pressure should drop to zero.
k. Place No. 4 BOOST PUMP switch to ON. Pressure should be 15 to 24 psi. Close No. 4 crossfeed
valve.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 17

CROSSWIND TAXIING

The aircraft can be taxied, with four engines operating, in a 30-knot, 90° crosswind by use of nosewheel
steering and rudder control only. Taxiing, with four engines operating, can be accomplished in crosswinds up
to a 60-knot, 90° crosswind by use of nosewheel steering, rudder and aileron control differential braking, and
differential power. Turns to a crosswind heading should be performed with great caution and at slow speeds to
prevent centrifugal force from aiding the wind in tipping the aircraft. Statically, the aircraft is capable of
withstanding a 70-knot, 90° crosswind without tipping over.

BACKING THE AIRCRAFT

The aircraft should not routinely be parked in a location that requires a backing operation. When backing is
necessary use the following procedures:

1. Ensure the maneuvering area is free of all debris which could cause damage to the aircraft or injury to
personnel, and that there is sufficient clearance to safely operate the aircraft.
2. Position a crewmember on ICS at the ramp control panel and open the cargo door. This crewmember
shall provide guidance to the pilot during the backing operation to ensure aircraft remains clear of
obstacles and on the designated taxi surface.

Note
All backing instructions will be thoroughly briefed by the flight crew prior to backing
the aircraft. References for turns will be in relation to the tail towards the No. 1 or No.
4 engine.

3. Reverse symmetrical propellers simultaneously.

CAUTION
Simultaneous full reverse power on all engines may lift the nose wheels off the
ground.

4. Use forward thrust to stop the backward movement of the aircraft. After backing or turning, taxi the
aircraft approximately 5 feet forward in a straight lint to realign the main landing gear.

CAUTION
Avoid use of brakes while the aircraft is backing because of the possibility of damaging
the airframe structure.

5. When backing the aircraft, monitor engine oil temperate closely.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 18

BEFORE TAKE-OFF

1. Windows, doors, and hatches - SECURED (ALL).

2. Flaps - 50 PERCENT (P) (CP).
3. Hydraulic quantities - CHECKED (CREWMEMBER).
4. Fuel control panel - SET (FE).

a. All fuel tank BOOST PUMP switches (tanks containing fuel) - ON.
b. Crossfeed valve switches - CLOSED.
c. SPR DRAIN switch - OFF.

5. An conditioning and pressurization - SET (FE).

6. Ratios and instrument switch panel - SET.

7. Flight controls – CHECKED (P) (CP).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 19

Note
If restricted or jammed flight controls are detected or suspected during ground
operation, no attempt should be made to free the controls, but a light pressure should
be held against the restriction or jam while a thorough inspection of the flight control
system is conducted.

8. Engine instruments - CHECKED (P) (CP) (FE).

9. Temp datum control valve switches - AUTO OW.

10. Synchrophase master switch - OFF (FE).

11. Propeller governor control switches - AS DESIRED (CP).

12. Trim tabs - SET (P).

13. Autopilot - DISENGAGED (P).

14. Electrical control panel - SET (FE).

a. Generators - CHECKED.
b. ATM generator - OFF/OFF, STOP.
c. DC bus tie switch - NORMAL.

15. GTC control panel - SET (FE).

16. Seat belts and shoulder harness -SET (ALL).

17. Passengers - SET (LM/FM).

18. Crew briefing - COMPLETE (P).

a. Minimum control speed.

b. Take-off speed.
c. Refusal speed.
d. Pilot intentions - Should an emergency arise prior to or after refusal.
e. Challenge crew - Their understanding of clearance, instrument departure.
f. Specifics where applicable - Critical field conditions, ATO. snow, deep puddles on the runway,
obstacle take-off, overload gross take-off, etc.
g. State “Standard crew briefing” Reference Part IX of this manual.

Note
The remainder of the Before Take-Off checklist should be accomplished just prior to
take-off.

19. Exterior lights - SET (FE) (CP).

20. Flight instruments, alt, and radar alt - CHECKED/SET (P) (CP) (N/FE).

21. Oil cooler flaps - AUTOMATIC (CP).

22. IFF, DME - AS REQUIRED (CP).

23. NAV SEL panels - AS REQUIRED (P) (CP).

24. Anti-skid test-COMPLETED (FE).

25. Anti-icing control panel - SET (FE).

a. NESA windshield switches - NORMAL.

CAUTION
When operating the cold start switch, do not exceed the operating limits of 5 seconds
ON, 10 seconds OFF. Do not operate the cold start switch with the NESA switch in the
HI position. To do so may cause the windshield panels to be damaged.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 20

Note
If the ambient temperature is higher than 27 °C, do not operate NESA on the ground.
Turn NESA to NORMAL just prior to take-off. If the temperature of the glass is below -
43 °C, the NESA control system will not function automatically, and the cold-start
switch must be used to raise the temperature of the glass into the normal operating
range. Except when the ambient temperature is extremely low, pitot heat should not
be left on while the aircraft is in the runup position for an extended period.

b. PITOT HEAT switches - ON.

c. PROP & ENG ANTI-ICING - AS REQUIRED.

26. Propeller reversing - CHECKED (P) (FE).

Note
Reverse propellers in symmetrical pairs, and check that rpm, torque, fuel flow, and
TIT are within limits. Check reverse power differential between engines; if greater
than 1,000 inch-pounds, compensate for differential during subsequent reverse
operation and record on the aircraft records.

27. Lineup check- COMPLETE (P) (CP) (FE).

a. Flaps - 50 PERCENT.
b. Trim-SET.
c. Attitude indicators - ON/INDICATING NORMAL.
d. Compass heading - ALIGNED WITH RUNWAY.

TAKE-OFF

The following paragraphs discuss normal, maximum effort and obstacle clearance, and crosswind take-offs.
Use the performance charts as necessary to predict aircraft performance for any take-off. Refer to Part I for
aircraft limitations.
Note
When take-off performance is critical, cabin pressurization and air conditioning bleed
should be turned off prior to take-off to utilize maximum power available.

NORMAL TAKE-OFF

The throttles are gradually advanced toward maximum power. The crew will monitor the engine instruments to
advise the pilot so that maximum allowable power is not exceeded during take-off. Normal take-off is made
with 50 percent flaps. Any time maximum performance is desired, maximum power should be applied before
the brakes are released. A rolling take-off is permitted provided maximum power is established within 5
seconds after either brake release, or aircraft is cleared for take-off.

CAUTION
Under low ambient temperature conditions, the throttles must not be placed in the
TAKE-OFF position without monitoring the torquemeters because it is possible to
exceed the maximum allowable torque before reaching the TIT. In addition, increasing
ram effect during take-off will increase torque for any fixed TIT. This means that
torque must either be set below maximum allowable when setting power for take-off
or must be reduced as airspeed builds up.

During the take-off, the pilot will set take-off power and maintain directional control with the nose wheel
steering until rudder controls become effective (50 to 60 KIAS). Concurrently, the copilot shall hold the control
column forward, keeping the wings level with the ailerons and monitor throttle positions. As speed increases,
tie pilot maintains control of the aircraft by coordinated use of the flight controls, according to the
circumstances of speed, crosswinds, and runway conditions. The copilot will announce “MINIMUM CONTROL”
(at air minimum control speed) and “REFUSAL” (at refusal speed). The word “ABORT” will be used to refuse a
take-off any time prior to refusal speed. This will be spoken over the interphone system by any crewmember
detecting a discrepancy that would affect a safe flight.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 21

TAKE-OFF AND INITIAL CLIMB PATTERN

Note
• If the aircraft is loaded to an aft center of gravity, forward pressure on the control
column will aid in steering effectiveness.
• For a smooth transition to take-off attitude, rotation of the aircraft should be
started approximately 5 knots below the take-off speed or at the minimum control
speed, whichever is greater.

MAXIMUM EFFORT TAKE-OFF AND OBSTACLE CLEARANCE

Note
• If the runway or runway environment require maximum effort performance, all
engine bleed air should be shut off.

The following procedures apply to MAXIMUM EFFORT TAKE-OFFS AND OBSTACLE CLEARANCES:

1. Flaps - 50%

2. The throttles are set to achieve maximum power and indications are cross checked with
computed engine performance data.

Note
On surfaces where the brakes will not hold the aircraft at maximum power settings,
release the brakes then expeditiously apply maximum power as required.

3. Brake release - Brake release should be called to initiate timing for acceleration time check,
if required. Airspeed/timing will be called by the designated crew member to confirm proper
acceleration.

4. The copilot will announce decision speed, maximum effort take-off, VMC or refusal speed as
required.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 22

Note
Maximum effort minimum field length take-off will disregard minimum control speed.

5. Rotate the aircraft at the appropriate airspeed to get the aircraft off the ground. Once
airborne, establish a normal take-off attitude and retract the gear. Accelerate and establish a
normal climb attitude. Minimum flap retraction speed is obstacle clearance speed plus 10
KIAS.

6. For obstacle clearance climb performance, make a maximum effort take-off. As the aircraft
accelerates (airborne) and attains obstacle clearance climb speed, rotate the aircraft to
maintain that airspeed until the obstacle is cleared. The minimum flap retraction speed is
obstacle clearance speed plus 10 KIAS.

7. Upon completion of the maximum effort and/or obstacle clearance procedure, lower the nose
to a normal take-off attitude and climb out normally.

Note
All normal take-off aircrew coordination/responsibilities apply to maximum take-offs.

CROSSWIND TAKE-OFF

Crosswind take-offs, with regard to directional control of the aircraft, are made essentially the same as normal
take-offs. Initially, the pilot maintains directional control with nose wheel steering and differential power while
the copilot maintains a wing-level attitude with the ailerons. In higher crosswinds, a greater amount of
differential power and ailerons must be applied. After lift-off, the line of flight should be aligned with the
runway until crossing the airfield boundary.

CLIMB

As soon as airborne (and at the command of the pilot), retract the landing gear. When a safe altitude is
reached, and at no less than 20 KIAS above take-off speed, retract the flaps.

WARNING
When the flaps are retracted at or near minimum flap retraction speed, the aircraft
will lose lift and tend to sink. The pilot should react by increasing the angle of attack
(pulling the nose up) and continue accelerating at climb speed. Flap retraction should
not be performed during steep turns with a power reduction because of the danger of
stall at flap retraction speed. The effect of flap retraction on available rudder boost
pressure and subsequent increase in minimum control speed should also be
considered.

Note
Retracting the landing gear and flaps simultaneously will result in slower than normal
operation of both, and may cause the hydraulic low-pressure warning light to come
on.

After airborne, accelerate to the desired climb speed as determined from the performance charts.

Note
In order to prevent excessively nose high attitudes and to allow for better visibility
during VFR climbs, climb speeds greater than performance chart data are desirable.

1. Gear, flaps, lights - CHECKED (CP).

2. Synchrophase master switch - AS DESIRED (FE).
3. Pressurization - SET (FE).
5. Anti-icing and de-icing - SET (FE).

CAUTION
Because of generator loading, do not operate prop anti-icing and inflight refueling
system simultaneously.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 23

Note
Leading edge anti-icing shall be checked on the first flight of the day. Turn the wing
and empennage anti-icing on until a temperature rise is noted on the indicators. This
will eliminate any moisture in the system. The wing and empennage check will be
coordinated with the pilot.

6. Fuel control panel - AS DESIRED (FE).

DESCENT

Note
Flight idle engine torque in slow-speed descent and approach speeds may go negative
and cause an NTS signal on one or more engines. This will cause an rpm and power
fluctuation resulting in a yawing condition on the aircraft. To correct this condition,
move the throttle(s) forward to bring engine torque out of NTS range. The use of wing
and empennage antiicing may further decrease flight-idle torque.

1. Crew - BRIEFED (P).

a. Approach.
b. Terrain.
c. Weather.
d. Missed approach/lost comm.

2. Passengers/cargo - BRIEFED/SET (LM/FM).

3. Pressurization - SET (FE).

4. All altimeters - SET (P) (CP) (N/FE).

WARNING
Altimeters will be set to station pressure (QNH) if available when transiting the
transition level. Altimeters may be set when above, hut cleared through the transition
level. The descent checklist shall not be completed until the QNH has been set.

NORMAL DESCENT

This type of descent is made by retarding all throttles to flight idle with gear and flaps retracted and
descending at maximum level flight (VH) speeds. The normal descent chart presented in the performance data
is based on maximum level flight (VH) speeds..

MAXIMUM RANGE DESCENT

This type of descent is made by retarding all throttles to flight idle with gear and flaps retracted and
descending at maximum lift over drag speeds as presented in the performance chart. This type of descent will
provide a moderate rate of sink (approximately 1,500 fpm) for en route letdown.

RAPID DESCENT

Gear and Flaps Retracted

The highest rates of descent are obtained by retarding all throttles to flight idle with gear and flaps retracted
and descending at maximum allowable speeds. The rapid descent chart with gear and flaps retracted is based
on maximum allowable speeds for 35,000 pounds of cargo or less. See appropriate performance chart.

Gear and Flaps Down

At slow airspeeds, the highest rates of descent are obtained by retarding all throttles to flight idle, decreasing
airspeed to flap placard speed (145 knots), and extending landing gear and full flaps. Descend at 145 knots.
See appropriate performance chart.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 24

APPROACH

1. Fuel control panel – SET (FE).

2. Seat belt and shoulder harness - SET (ALL).

3. Altimeters, radar alt - SET (P) (CP) (N/FE).

4. NAV SEL switch - AS REQUIRED (P) (CP).

5. OIL COOLER FLAPS - AS REQUIRED (CP).

6. HUD system (some aircraft) - AS REQUIRED (P, CP).

BEFORE LANDING

1. Flaps – AS REQUIRED (P) (CP).

CAUTION
Landing flap settings less than 50 percent may be used for emergencies only; tail will
contact the ground. Touchdown at greater than 6 ° pitchup attitude will greatly
exacerbate tail contact with the ground.

2. LANDING GEAR - DOWN/CHECKED/CENTERED (P) (CP) (FE).

3. Hydraulic pressures - CHECKED (CP).

4. Exterior lights - SET (CP, FE).

5. Synchrophase master switch - OFF (FE).

6. Pressurization - SET (FE).

7. Anti-skid test - COMPLETE (FE).

a. Check that all four anti-skid test lights illuminate after wheel rotation stops.
b. Place test switch in FWD position. All four lights should go out.
c. Release test switch to OFF position. The two FWD lights should illuminate momentarily. After 2
to 3 seconds, all four lights should illuminate and remain illuminated.
d. Place test switch in AFT position. All four lights should go out.
e. Release test switch to OFF position. The two AFT lights should illuminate momentarily. After 2
to 3 seconds, all four lights should illuminate and remain illuminated.

8. Auxiliary pump - AS REQUIRED (CP).

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 25

LANDING

TRAFFIC PATTERN

Every landing should be planned according to runway length available and the general prevailing operating
conditions. Normal landings should also be planned so as to use all of the available runway length to promote
safe, smooth, and unhurried operating practices; to preclude abrupt reverse power changes; and to save wear
and tear on brakes. On final approach/tuning final, begin deceleration from computed 50 percent approach
speed, be selected to 100 percent flaps approximately 0.75 to 0.5 nm and 300 to 500 feet AGL from
touchdown to attain 100 percent threshold speed at runway threshold. Touchdown shall be planned at the
speed computed from the appropriate landing speed chart. After the main wheels touch down, lower the nose
wheel smoothly to the run- way before elevator control is lost. When the main and nose landing gear are
firmly on the ground, the copilot must hold forward pressure on the control column and maintain a wing-level
attitude with ailerons, as needed. Concurrently, the pilot maintains directional control and decelerates the
aircraft through the coordinated use of the rudder, differential power, nose wheel steering, and differential
brakes according to the speed, wind, and runway conditions. Reverse thrust is applied by moving the throttles
from FLIGHT IDLE and then into REVERSE range in coordination with nose wheel steering. Brakes must be
checked during the landing roll.

Note
Excessively slow movement of the throttles from the FLIGHT IDLE to the GROUND
IDLE detents will cause wing rock and/or swerve on landing rollout if symmetrical low
pitch stops do not retract simultaneously because of slight differences in rigging or
asymmetric retardation of the throttles.

Propeller Reversing

Every landing should be planned as though reverse thrust were not available. After landing, the nose gear
should be touched down as soon as practicable, and the propellers reversed after the nose gear has touched.
Do not use the brakes more than necessary, as sustained braking will result in overheating the brake
assemblies. On a long runway, allow the aircraft to roll until it loses speed. Check the brakes, before reaching
the end of the runway, to ensure that braking action is available.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 26

WARNING
The failure of one or more propellers to reverse may result in complete loss of
directional control. After touchdown, if the throttles are moved to the reverse range
with a movement which is too rapid, it is possible to lose control of the aircraft before
a propeller malfunction can be detected. The movement from the flight range to the
reverse range should be made at a reasonable rate which will permit detection of a
malfunction, such as failure of the low pitch stop to retract. At the first indication of
directional control difficulties during reversing, immediately return all throttles to
ground idle. Maintain directional control with flight controls, differential braking, and
nose wheel steering as required. After identifying the affected propeller, symmetrical
propellers may be reversed and the affected engine shut down while it is in ground
idle. Rudder, differential power and brakes are the primary means of direction control.
During the final stage of landing roll, reduce reverse thrust if conditions permit, to
prevent debris from causing restriction to visibility or engine damage.

CAUTION
Propeller reversing with an unbalanced fuel load can cause an extreme wing-low
attitude and undesirable control characteristics.

Normal Reverse Thrust Landing

The following procedure is recommended for a normal reverse thrust landing:

1. When the nose wheel contacts the ground, the copilot holds the control column forward to ensure
steering control. The copilot also holds wings level. Flaps should not be brought up until clearing the duty
runway. Any deviation from this will be specifically briefed prior to landing by the pilot in command.

2. The pilot pulls all four throttles back to the REVERSE range and steers with the steering wheel.
Although propeller reversing is most effective at the higher speeds, reversing propellers at speeds of 115
KIAS or above could result in engine flame out.

3. After the aircraft has slowed down, and reverse thrust is no longer needed, the pilot will use the
throttles in ground operating range as necessary for taxiing.

CROSSWIND LANDING

Check maximum allowable crosswind components for landing from the appropriate crosswind chart. Use
normal final approach speeds if wind is steady. When winds are gusty, a slight increase in approach airspeed is
recommended. (At the lighter gross weights it is advisable to use only 50 percent flaps in order to touch down
main gear first at these touchdown speeds which are higher than normally recommended.) Immediately after
the main wheels touch down, force down the nose wheels and hold in firm contact by use of the elevators.
During roll-out, control the aircraft directionally by use of the following methods listed in order of preference:
aileron and rudder control, nose wheel steering, differential braking, and differential power. The upwind wing
has a tendency to rise when reverse thrust is applied. Since this tendency is especially pronounced if flaps are
extended 100 percent, flaps should be raised before applying reverse power on landing in severe crosswinds.

CAUTION
An engine-out condition may add difficulty to a crosswind approach and landing by
adding to the drift and weather cocking.

GUST CORRECTION

Increase rotation speed, take-off speed, threshold speed and landing speed by the full gust increment, not to
exceed 10 knots.

Note
Use of a correction factor for gusts or other accelerations which may affect the aircraft
should be undertaken with consideration of all the factors involved. If a correction is
required to compensate for a given gust velocity, the value of the correction must be
the same regardless of wind direction. This is true because the objective is to provide
a safety margin for maneuver loads while flying the aircraft through a series of
accelerations. The accelerations can be equally severe whether they are produced by
headwind, crosswind, or tailwind. However, since a pilot cannot estimate the
frequency or timing of gusts with practical accuracy, it is possible for the aircraft to
arrive at the flare point with gust correction added during an intend when gusts have
stopped momentarily. Under such conditions, the distance consumed dissipating

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 27

excess airspeed could move the touchdown point farther down the runway than
planned. Therefore, whenever a correction factor is added for gusts or other
accelerations, the pilot must be prepared to accept a correspondingly higher approach
speed with the possibility of increased landing distance. If stopping distance available
beyond the maximum estimated touchdown point is marginal, the pilot should select a
longer runway or proceed to an alternate base.

WIND SHEAR

Wind shear is a complex phenomenon. It can affect the airplane in all phases of flight, but is most critical
during the approach and landing phase. Wind shear can exist as a rapid change in wind velocity and direction
as well as vertical air movement. There are certain conditions which indicate the possibility of wind shear being
present. As a general rule, the amount of shear is greater ahead of warm fronts although the most common
occurrences follow the passage of cold fronts during periods of gusty surface winds. When a temperature
change of 10 °F or more is reported across the front or if the front is moving at 30 knots or more, conditions
are excellent for wind shear. In addition, when thunderstorms are present in the area of intended landing, the
possibility of encountering wind shear is increased. The power required, vertical speed, and pitch attitude,
used in conjunction with the wind reported on the ground, provide an indication of potential wind shear.

In relation to a known surface wind, be alert for:

1. An unusually steep or shallow rate of descent required to maintain glidepath.

2. An unusually high or low power setting required to maintain approach airspeed.
3. A large variation between actual and computed ground speed.

When a reported surface wind would not justify an increased airspeed (for example: calm wind on the
surface), but wind shear is suspected, adjustment of approach speed may be used to provide an increased
speed margin. The following are two wind shear phenomena which are commonly found on final approach.

Decreasing Headwind

Initial reaction of the airplane when suddenly encountering a decreasing headwind (or an increasing tailwind)
is a drop in indicated airspeed and a decrease in pitch attitude resulting in a loss of altitude. The pilot must
add power and increase pitch to regain the proper glidepath. Once speed and glidepath are regained, however,
prompt reduction of power is necessary. It will now require less power and a greater rate of descent to
maintain the proper profile in the decreased headwind. If the initial corrections of increased power/pitch are
not promptly removed after regaining glidepath and airspeed, a long landing at high speed will result.

Increasing Headwind

The initial airplane reaction to an increasing headwind (decreasing tailwind) is an increase in indicated airspeed
and an increase in pitch attitude resulting in a gain in altitude. The pilot should reduce pitch and power to
regain the proper glidepath. As glidepath is regained, the pilot must immediately compensate for the
increasing headwind by increasing pitch and power. It will now require more power and a decreased rate of
descent to maintain the proper profile. Be very cautious in making reductions of power and pitch to avoid a
low-power, high-sink condition which could lead to a correction through the glidepath from which a recovery
could not be made.

WARNING
If the airplane becomes unstable on final approach due to wind shear and the
approach profile can not be promptly reestablished, a go-around should be
immediately accomplished.

NO-FLAP LANDING

1. Obtain approach, threshold, and touchdown speeds from performance charts.

2. Fly a normal landing pattern using the no-flap speeds.

3. Do not perform a flare which results in a hold-off type landing; instead allow the aircraft to fly onto
the runway. Touch down on main gear and slowly lower the nose gear to the runway.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 28

CAUTION
If the touchdown is at lower than chart speeds, it is possible for the aft end of the
fuselage to contact the ground during the touchdown phase of landing.

4. When applying reverse thrust at high speed, pull the power lever in reverse slowly.

5. Longer ground tolls will result from the higher touchdown speeds. Refer to appropriate performance
chart for predicted ground roll.

MINIMUM RUN LANDING

All procedures for a normal landing apply to a maximum effort landing except touchdown is planned between
100 and 300 feet past the threshold. In no case shall the touchdown be greater than 500 feet, if utilizing
minimum length runways. Additionally, upon touchdown and with all landing gear firmly on the deck, promptly
apply full reverse thrust and minimize nose gear loads with elevator back pressure.

CAUTION
Extremely rapid throttle movement from flight idle to maximum reverse may cause
power loss and/or engine flameout above 115 Kts.

LANDING ON WET RUNWAYS

The anti-skid braking system and reverse thrust capabilities minimize the normal hazards associated with wet
runways. Directional control should be maintained by the coordinated use of rudder and ailerons, differential
power, differential braking, and nose wheel steering. Heavy reliance on differential braking and/or nose wheel
steering for directional control should be avoided since their effectiveness, as a function of friction available,
will be greatly reduced. In addition, the nose wheel may exhibit a tendency to skid when turned at a speed
higher than taxi speed.

CAUTION
If airfield conditions are such that deep puddles of water will be encountered during
the early part of the landing roll out, nose wheel touchdown may be delayed until the
later pan of the roll out.

Note
If deep water puddles have been encountered with the nose wheel on the runway
during the early part of the landing roll, the contour of the aft nose wheel well door,
and particularly the aft edge of the door should be inspected for damage prior to the
next take-off.

LANDING ON ICY RUNWAYS

Operation of the aircraft on ice is hazardous and should be attempted only when necessary. Caution must be
exercised when landing or taxiing on ice. Use of nose gear steering should he minimized and used with
caution. Taxi speed must be slow and taxi turns should be planned for large radius turns. Directional control
can be maintained with asymmetrical power and nose wheel steering at taxi speeds, and with asymmetrical
power and rudder at speeds above rudder effectiveness. Touchdown should be made from a power approach
at the minimum safe speed possible. Hold the nose wheel “off” as long as possible to obtain maximum
aerodynamic drag. Braking after lowering the nose wheel must be made with caution. Use symmetrical power
and reverse thrust to brake and prevent sudden yawing and skidding. It is very difficult for the pilot to sense
that the wheels are skidding. Landing on ice-covered runways should not be attempted if existing crosswinds
will require large crosswind approach or taxiing correction applications.

TOUCH AND GO LANDING

Touch and go landings require a significant element of caution because of the many actions which must be
executed while rolling on the runway at high speed or while flying within the immediate proximity of the
ground. Touch and go landings should be made only when authorized or directed by the major command
concerned. The actions required during touch and go landings are divided into three categories: on the
runway, climb, and before landing.

Note
If repeated touch and go landings are planned, leave the landing gear extended to
cool the wheels and brakes.

On the Runway

1. Flaps - 50 PERCENT (P/CP).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 29

2. Trim tabs - SET FOR TAKE-OFF (P/CP).

3. Throttles - AS REQUIRED (P/CP).

WARNING
If an abort is necessary, power settings, airspeed, and runway length remaining shall
be considered before attempting the abort.

CAUTION
Overtorque and/or overtemp during touch and go landings are/is highly possible due
to rapid throttle movement unless the engine instruments are closely monitored.
Therefore, 15,000 in. lbs. of torque or 1,000° C TIT, whichever occurs first is the
recommended power settings during touch and go landings.

Note
• The flight engineer shall monitor engine instruments and should assist the pilot by
giving engine power calls.
• Add power should be called when power stops advancing anytime prior to
reaching 15,000 in. lbs. of torque or 1,000 °C TIT, whichever occurs first.
• Good power should be called when power settings reach 15,000 in. Ibs. of torque
or 1.000° C TIT, whichever occurs first.
• Check power should be called anytime power exceeds 17,000 in. lbs of torque or
1,050 °C TIT, whichever occurs first.

After Take-Off

1. Landing gear, flaps - AS REQUIRED (CP).

2. Landing lights control panel - AS REQUIRED (CP).

Before Landing

1. Flaps - AS REQUIRED (CP).

2. Landing gear - DOWN/CHECKED/CENTERED (P) (CP) (FE).
3. Hydraulic system - PRESSURES CHECKED (CP).

GO-AROUND

When a go-around is being considered, the crew should be alerted as soon as possible, the use of full flaps
delayed, and airspeed kept higher than normal.

When a go-around is decided upon, proceed as follows:

1. Give the command “Go-around” to crew.

2. Advance the throttles as required.
3. Direct copilot to set flaps to 50 percent (when speed and altitude permit).

WARNING
Retracting flaps from 100 percent to 50 percent will increase stall speed. Without
proper power and attitude corrections, sink rate will also increase. This is particularly
noticeable at lower than normal airspeeds. If safe altitude and airspeed are not
attained, inadvertent touchdown and/or stall may occur.

4. Direct the copilot to raise the landing gear when certain that the aircraft will not touchdown.

5. After the above procedure has been accomplished, proceed with normal take-off procedures.

AFTER LANDING

1. Flaps - AS REQUIRED (CP).

2. All unnecessary communication and electrical equipment, IFF - OFF (CP) (FE) (RO) (N/FE).

3. Radar - STANDBY (P) (FE/N).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 30

4. Air conditioning/pressurization - NO PRESSURE (FE).

5. Auxiliary hydraulic pump – AS REQUIRED (CP).

6. Anti-icing/de-icing - OFF (FE).

7. Fuel control panel - SET (FE).

8. Start GTC – SET (FE).

a. GTC control switch – START, RUN.

b. Bleed air valve switch – AS REQUIRED.

9. Electrical control panel – SET (FE).

a. ATM generator - ON/CHECKED.

b. DC bus tie switch -TIED.

10. Window - OPEN (CP).

SECURE

CAUTION
• During ground stop procedure, do not move the engine condition lever from
GROUND STOP to RUN while the engine is still rotating.
• Engine shutdown when taxi speed, wind velocity, or a combination of both is
greater than 20 knots may result in damage to the safety coupling. When practical,
shut down engines when stopped or at a slow taxi speed.

Note
On engine shutdown, if the drip valves are working normally, some fuel will be seen
draining from the drain mast. In the event of no drip, the pilot will wait until the
propeller has ceased rotation and motor the engine to 25 percent rpm with the
starter, with the condition lever in GROUND STOP.

1. Parking brake - SET (P).

2. Flaps -AS REQUIRED (CP).

3. Shutdown, NTS check-COMPLETE (FE).

The copilot shall place the feather valve and NTS check switch in the NTS position. The copilot shall cut the
engines one at a time by placing the condition lever to GROUND STOP. The flight engineer shall observe the
engine instruments and the pilot and copilot shall observe drip valve operation where possible.

Note
• When practical, engines should be shut down from low-speed ground idle.
• NTS lights may not illuminate when shutting down engines from low-speed ground
idle.
• NTS lights may not illuminate when shutting down engines from low-speed ground
idle, a recheck of the NTS shall be made prior to the next flight.

4. Oil cooler flap switches - AS REQUIRED (CP).

5. Radar - OFF.

6. Air conditioning - OFF (FE).

7. Bleed air switches - OFF (FE).

8. Electrical panel - SET (FE).

a. Engine generator switches - OFF.

b. Inverters - OFF.
c. BSU switches -ON.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 31

9. Fuel panel - SET (FE).

a. Fuel BOOST PUMP switches - OFF.

b. Crossfeed valve switches - CLOSED.

10. Temp datum control switches - NULL (FE).

11. Oxygen-NORMAL/100%/ OFF (ALL).
12. Hydraulic control panel - SET (CP).

a. Engine pump switches - ON

CAUTION
The engine pump switches are to be left in the ON position after engine shutdown. If
the switches are left in the OFF position, pressure buildup due to thermal expansion of
hydraulic fluid may cause the suction line hydraulic firewall shutoff valve to fail.

b. SUCIION BOOST PUMP switches - OFF.

c. ANTI-SKID switch - OFF.
d. Auxiliary hydraulic pump switch - OFF.

13. ATM generator - OFF (FE).

14. GTC control panel-SET (FE).

a. Bleed air valve switch - CLOSE.

b. GTC control switch - STOP.

15. Radios – OFF (CP) (LM/RO).

16. Wheels – CHOCKED (FM/GC).

17. Parking brake -- RELEASED (P).

18. Interior/exterior lights - SET (CP) (FE).

a. All cockpit lights off – OFF.

Note
For night operations, leave the thunderstorm lights ON until the flight crew has exited
the cockpit. The flight engineer shall secure these lights immediately prior to securing
the battery.

b. All exterior lights OFF.

c. Emergency exit light extinguish switch DEPRESSED.

21. DC bus tic and battery – SET (FE).

a. DC bus tie switch - NORMAL.

b. DC power switch - OFF.
c. DC voltmeter switch - MAIN DC.

Note
If the dc voltmeter switch is left in the BAT position for an extended length of time,
the output of the battery will be decreased.

BEFORE LEAVING THE AIRCRAFT

1. Nose landing gear ground safety pin, pitot covers, air conditioning dust plugs, and engine-duct plugs
– INSTALLED.

2. External power and ground equipment DISCONNECTED.

3. Doors and ramp – AS REQUIRED.

4. Aircraft battery – DISCONNECTED.

5. Aircraft records – COMPLETE.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 32

CRUISE ENGINE SHUTDOWN

Engine shutdown may be performed during cruise flight to achieve optimum fuel economy in order to meet
mission requirements. Refer to appropriate performance charts for range information.

WARNING
Operating in the freezing range with visible moisture present may cause icing that will
prevent starting of shut down engines.

CAUTION
• Do not place the engine condition levers in any position other than FEATHER, RUN,
or AIR START during flight. Stopping or hesitating between the FEATHER, RUN, or
AIR START positions can result in undesirable operation of the engine-propeller
system.
• NTS check should be accomplished on one engine at a time.

1. Crew – NOTIFY (P).

2. Synchrophase master switch – OFF (FE).

3. Propeller governor control switch – MECH GOV (CP).

4. Feather valve and NTS check switch - VALVE (CP).

5. Airspeed - BELOW 180 KIAS (P).

6. NTS check-COMPLETE (FE).

CAUTION
If NTS action is not observed by 1860 inch-pounds, advance the throttle, and return
the engine to normal operation. Record the malfunction in the aircraft records. If the
NTS is operative, continue the procedure for engine shutdown.

Note
Torque should decrease and the highest negative torque value should be noted. NTS
action should begin at -1260 (+/-600) inch-pounds as indicated by an increase in
torque and the blinking of the NTS light each time the feather valve has moved to the
feather position. During the NTS check, torque fluctuations to positive 500 inch-
pounds (maximum) are considered normal.

a. Throttle - 4,000 IN/LB OR MORE (P).

b. Wing and empennage anti-icing - ON (FE).
c. Engine bleed air switch (engine being checked) OVRD (FE).
d. Engine bleed air switch (other engines) - OFF/ ONE AT A TIME (FE).
e. Slowly retard throttle observing decrease in torque value until NTS action is observed -
OBSERVED (FE).
f. Advance throttle into positive torque range - ADVANCED (P).
g. NTS check - CHECKED (CP/FE).
h. Wing and empennage anti-icing - OFF (FE).
i. Engine bleed air switches – ON (FE).

7. Throttle of engine to be shut down - FLIGHT IDLE (P).

8. Engine condition lever - FEATHER (CP).

WARNING
When pulling a condition lever to FEATHER, pull it all the way to the detent to ensure
that the propeller is fully feathered when the engine fuel is shut off. If the lever is left
at mid-position, and the NTS is inoperative, an engine decoupling is possible.

5. Fuel boost pump – OFF (FE).

6. Engine generator switch - SET (FE).

7. Propeller feather override button – OUT (CP).

8. Throttle of engine shut down – FULL FORWARD (P).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 33

9. Oil cooler flap – CLOSED/FIXED (CP).

10. Engine bleed air switches on operative engines – ON (FE).

11. Synchrophase master switch – RESET AS NECESSARY (FE).

12. Fuel management – CHECKED (FE).

AIR START PROCEDURE

Before restarting an engine that has been shut down in flight, be sure that the TIT for that engine has dropped
below 200 °C. Temperature higher than 200 °C will increase the likelihood of a hot start. Never move the
throttle below the FLIGHT IDLE position in flight. The position of the engine condition lever is assumed to be
FEATHER. The engine will normally come up to speed more rapidly if the airspeed is reduced to 180 knots or
less. (Refer to Part I, Chapter 4, for engine limits during start.)

CAUTION
• Do not attempt to restart an engine which was shut down because of evidence of
fire. Do not attempt to restart an engine which was shut down because of fire
warning without evidence of tire, or any other engine malfunction unless, in the
opinion of the pilot, a greater emergency exists.
• Do not attempt to restart an engine with an inoperative NTS except in case of a
greater emergency. Prior to air start of an engine on which the NTS has been
previously determined to be inoperative, reduce the airspeed to 130 KIAS and the
altitude to below 5,000 feet.

1. Fire handle - IN (CP).

2. Throttle - SET APPROXIMATELY 1 INCH ABOVE FLIGHT IDLE (P).

3. Fuel boost pump switch - ON (FE).

4. Oil cooler flap switch - AUTOMATIC (CP).

5. Fuel enrichment switch - NORM (P).

6. Propeller governor control switch - MECH (CP).

7. NTS check switch - VALVE (CP).

8. Temp datum control valve switch - AUTO VW.

9. Condition lever- AIR START (CP).

CAUTION
• If, during an air start at 10 percent rpm, the flight engineer has not called NTS, the
copilot will return the condition lever immediately to FEATHER. A second start
attempt is not recommended unless in the opinion of the pilot a greater emergency
exists.
• Normal light off should occur by the time engine rpm reaches 30 percent. If the
engine does not light off prior to teaching 40 percent rpm, discontinue the start and
return the condition lever to FEATHER immediately.

Note
• Hold the condition lever in AIR START until light off, then release to RUN. Monitor
engine instruments as on a ground start. Monitor the NTS check light for an NTS
indication as indicated by blinking of the light.
• If normal air start cannot be accomplished because of failure of the propeller to
rotate and the blade angle change is indicated by illumination of NTS light, an
emergency start may be attempted by placing the bleed air switch to OPEN and
using the engine starter to help unlock the propeller brake.

10. Generator switch - RESET/ON (FE).

11. Fuel enrichment switch - OFF (P).

12. Engine bleed air switch - ON (FE).

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 34

13. Prop governor control switch - NORMAL (CP).

14. Sync master switch - AS REQUIRED (FE).

15. Engine instruments - WITHIN LIMITS (FE).

NIGHT FLYING

The aircraft presents no particular problems when night flying. The aircraft lighting system is excellent in the
cockpit, fuselage, and exterior. In addition to the following, all procedures recommended for day VFR and IFR
flights shall apply to night flying.

1. The landing lights should be used for ah take-offs and landings so that they will be on in the event of
any directional or control problems on the deck.

WARNING
Turn landing lights off prior to retraction. Failure to do so may result in spatial
disorientation.

Note
Reflections of the anti-collision/strobe light on clouds may cause vertigo.

FUEL MANAGEMENT

Fuel management is accomplished by positioning switches on the main fuel control panel. Fuel muting is
governed by fuel tank section and crossfeed valve positioning. Fuel gages on the panels indicate quantities in
each tank, and a totalizer on the main fuel control panel indicates total fuel remaining in the wing tanks. An
additional check of fuel quantities may be made by keeping a log based on engine fuel flow and time.

To crossfeed fuel from a heavy tank, proceed as follows:

1. Crossfeed valve (heavy tank) - OPEN.

2. Crossfeed separation valve OPEN.

Note
The crossfeed separation valve switch must be placed to the flow position (open)
when feeding fuel from tanks in one wing to engines on the other wing.

3. Crossfeed valve (light main tank(s)) - OPEN.

4. Boost pump switch (tight main tank(s)) - OFF.

When trimming is complete:

5. All main BOOST PUMP switches - ON.

6. All crossfeed valves - CLOSED.

7. Crossfeed separation valve – CLOSED.

8. Depress crossfeed primer button.

WING TANKS TO ENGINES FUEL FLOW

Design of the fuel system allows tank-to-engine or crossfeed-to-engine fuel flow. Tank-to-engine routing is
normally used at all times when fuel is being taken from the main tanks. Crossfeed-to-engine muting is used
when using fuel from the external tanks or auxiliary tanks, when trimming the aircraft, or in other special
uses. Although static head pressure is sufficient to force fuel from the wing tanks through the system under
most conditions, boost pump operation is recommended at all times. The following procedures are
recommended for fuel management, using only the wing tanks:

Take-Off and Approach

To obtain the correct fuel flow for take-off and approach:

1. Place all main tank boost pumps in the ON position.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 35

2. Turn all crossfeed valve switches to the CLOSED position. (This places all engines on tank-to-engine
fuel routing.)
3. Crossfeed separation valve - CLOSED.

Cruise

As the auxiliary fuel tanks have only one fuel pump, it is recommended that auxiliary fuel be used before
external fuel on long-range missions without fuel in the fuselage tank. In the event of an auxiliary tank pump
failure, this procedure would ensure sufficient fuel to return to the point of departure. Fuel management
constraints must be adhered to during cruise when fuel is carried in the fuselage tank. On short range
missions, it is recommended that fuel be used from the external tanks before the auxiliary tanks to preclude
landing with fuel in the external tanks.

CAUTION
• When operating with less than 6,000 pounds of total fuel in the main fuel tanks,
place the crossfeed valve switch to open and the BOOST PUMP switch to ON for all
tanks containing fuel; place the crossfeed separation valve switch to open. When
fuel quantity of any main tank is less than 1,000 pounds, the engine being fed by
that tank will be placed on crossfeed operation.

1. Place No. 4 crossfeed valve switch to the flow position. Crossfeed manifold pressure should be 15 to
24 psi.

2. Depress the crossfeed PRIMER button for 30 seconds.

3. Place No. 4 crossfeed valve switch to the no-flow position.

4. Open the crossfeed separation valve.

5. Ensure that the left auxiliary/external tank BOOST PUMP switch is ON. Place the left auxiliary/external
tank crossfeed valve switch to the flow position. Crossfeed manifold pressure should be 28 to 40 psi.

6. Place the No. 2 engine crossfeed valve switch to the flow position. When satisfied that No. 2 engine is
operating satisfactorily, place the No. 1 engine crossfeed valve switch to the flow position.

Note
When opening the main tank crossfeed valves, observe fluctuation of fuel pressure for
indication that the valve has opened. Monitor TIT, torque, and fuel flow for
approximately 1 minute.

7. When satisfied that No. 1 engine is operating satisfactorily, place the crossfeed separation valve to
the no-flow position.

8. Repeat steps 5 and 6 for the right auxiliary/external tank and No. 2 and No. 1 engines.

9. When the desired amount of fuel has teen used, or when the tank empty light illuminates, place the
crossfeed valve switches to the no-flow position.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 36

C-130 CHECKLIST

NORMAL PROCEDURES

Only grey boxed items need be checked when taxiing back from take-off after landing with all
engines operating and members remaining at their positions.

BEFORE START

1 COCKPIT INSPECTION COMPLETED (FE)

2 PASSENGER BRIEF AS REQD (P)
3 ELECTRICAL CONTROL PANEL SET (FE)
4 RADIOS ON(CP)
5 FIRE EMER CTRL HANDLES, TST PNLS, IN/CHKD (P) (CP) (FE)
WARNING LIGHTS
6 CLEAR GTC AND PROPS CLEAR/FIRE GUARD POSTED
(GC/FM)
7 START GTC STARTING (FE)
8 BLEED AIR SYSTEM CHKD/SET (FE)
9 ATM GEN AS REQD (FE)
10 EXTERIOR, INTERIOR, ANTI-COLLISION/ STROBE AS REQD(P) (CP) (FE)
LIGHTS
12 INVERTERS SET (FE)
13 STBY ATTD IND CHKD (P)
14 FUEL QTY AND DIST CHKD (P) (FE)
15 FUEL ENRICHMENT SWITCHES OFF(P)
16 OIL COOLER FLAPS AS REQD (CP)
17 RAMP AND DOOR SEL 6N, NEUT (FM/LM) (FE)
18 HYDRAULIC CONTROL PANEL SET (CP)
19 PARKING BRAKE SET/REMOVE CHOCKS (P)
20 OXYGEN CHKD/NORMAL/ 100%/OFF(ALL)
21 GROUND IDLE BUTTONS LOW (FE)
22 FLAP LEVER SET (CP)
23 CHOCKS, NOSE PIN REMOVED (GC, FM)

STARTING ENGINES

1 CLEAR NO. 1 ENGINE NO. 1 CLEAR (GC/FM);

TURNING NO. 1 (P);
ROTATION NO. 1 (GC/FM)
2 ATM GEN ON/CHKD (FE)
3 DC POWER SWITCH BATTERY (FE)
4 CLEAR NO. 2 ENGINE NO. 2 CLEAR (GC/FM);
TURNING NO. 2 (P);
ROTATION NO. 2 (GC, FM)
5 AIR COND MSTR SWITCH NO PRESS (FE)
6 EXT PWR/GRND EQUIP REMOVED CLEAR (GC/FM)
7 CLEAR NO. 3 ENGINE NO. 3 CLEAR (GC/FM);
TURNING NO. 3 (P);
ROTATION NO. 3 (GC. FM)
8 CLEAR NO. 4 ENGINE NO. 4 CLEAR (GC/FM);
TURNING NO. 4 (P);
ROTATION NO. 4 (GC/FM)
9 ENGINE BLEED AIR SWITCHES SET (FE)
10 FUEL CROSSFEED VALVE SWITCHES SET (FE)

BEFORE TAXI

1 FUEL ENRICHMENT SWITCHES OFF(P)

2 WING AND EMPENNAGE ANTI-ICING NORMAL/LIGHTS OUT (FE)
INDICATORS
3 RADIOS, RADAR, NAV EQUIP, IFF ONlSTBY (P) (CP) (N/FE) (RO)
4 COMPASS SYSTEM, HDG IND CHKD/SET(N/FE) (P) (CP)

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 37

10 FLAPS 50 PERCENT (CP)

11 GROUND EQUIPMENT CLEAR (P) (CP) (GC/FM)
13 CREW ABOARD ABOARD, DOORS CLOSED,
CHKD (FM/GC)
14 HYD QUANTITIES/ PRESSURES CHKD (CRMBR, CP)
15 AUX PUMP SWITCH ON (CP)

TAXI

1 BRAKES CHKD/ANTI-SKID ON (P) (CP)

2 AUX HYD PUMP AS REQD (CP)
4 LOW-SPEEDGROUND IDLE AS REQD (FE)
5 GENERATORS AND LOADS ON/CHKD (FE)
6 ICE DETECTION SYS CHKD/RESET/AUTO (FE)
8 CROSSFEED SYSTEM PRIMED, CHKD (FE)

BEFORE TAKE-OFF

1 WINDOWS, DOORS, HATCHES SECURED (ALL)

2 FLAPS 50 PERCENT (P) (CP)
5 AIR COND/PRESSURIZATION SET (FE)
6 RADIOS AND INST SWITCH PANEL SET (P) (CP)
7 FLIGHT CONTROLS CHKD (P) (CP)
8 ENGINE INSTRUMENTS CHKD (P) (CP) (FE)
9 TO CTRL VALVE SWITCHES AUTO(FE)
10 SYNCHROPHASE MASTER SWITCH OFF (FE)
11 PROP GOV CTRL SWITCHES AS DESIRED (CP)
12 TRIM TABS SET (P)
13 AUTOPILOT DISENGAGED (P)
14 ELECTRICAL CONTROL PANEL SET (FE)
15 GTC CONTROL PANEL SET (FE)
16 SEAT BELTS, SHOULDER HARNESS SET (ALL)
17 PASSENGERS SET (LM/FM)
18 CREW BRIEFING COMPLETE (P)
19 EXTERIOR LIGHTS SET (FE) (CP)
20 FLT INST, ALT, RAD ALT CHKD/SET (P) (CP) (N/FE)
23 OIL COOLER FLAPS AUTOMATIC (CP)
24 IFF, DME AS REQD (CP)
25 NAV SEL PANELS AS REQD (P) (CP)
26 ANTI-SKID TEST COMPLETED (FE)
27 ANTI-ICING CONTROL PANEL SET (FE)
29 PROPELLER REVERSING CHKD (P) (FE)
30 LINEUP CHECK COMPLETE (P) (CP) (FE)

CLIMB

1 GEAR, FLAPS, LIGHTS CHKD (CP)

2 SYNCHROPHASE MASTER SWITCH AS DESIRED (FE)
3 PRESSURIZATION SET (FE)
4 WINGS/ENGINES. HYD QTYS CHKD (CRMBR)
5 ANTI-ICING/DE-ICING SET (FE)
6 FUEL CONTROL PANEL AS DESIRED (FE)

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 38

DESCENT

1 CREW BRIEFED (P)

2 PASSENGERS/CARGO BRIEFED/SET (LM/FM)
4 PRESSURIZATION SET (FE)
5 ALL ALTIMETERS SET (P) (CP) (N/FE)

APPROACH

1 FUEL CONTROL PANEL SET (FE)

2 SEAT BELT AND SHOULDER HARNESS SET (ALL)
5 ALTIMETERS, RADAR ALT SET (P) (CP) (N/FE)
6 NAV SEL SWITCH AS REQD (P) (CP)
7 OIL COOLER FLAPS AS REQD (CP)

BEFORE LANDING

1 FLAPS AS REQD (P) (CP)

2 LANDING GEAR DOWN/CHKD/
CENTERED (P) (CP) (FE)
3 HYDRAULIC PRESSURES CHKD (CP)
4 EXTERIOR LIGHTS SET (CP, FE)
5 SYNCHROPHASE MASTER SWITCH OFF (FE)
6 PRESSURIZATION SET (FE)
8 ANTI-SKID TEST COMPLETE (FE)
9 AUXILIARY PUMP AS REQD (CP)

TOUCH AND GO LANDING

On The Runway

1 FLAPS 50 PERCENT (P, CP)

2 TRIM TABS SET FOR TAKE-OFF (P/CP)
3 THROTTLES AS REQD (P, CP)

After Take-Off

1 LANDING GEAR, FLAPS AS REQD (CP)

2 LANDING LIGHTS CONTROL PANEL AFTER TAKE-OFF

Before Landing

1 FLAPS AS REQD(CP)
2 LANDING GEAR DOWN/CHKD/CENTERED
(P, CP, FE)
3 HYD SYSTEM PRESSURES CHKD (CP)

After Landing

1 FLAPS AS REQD (CP)

3 ALL UNNECESSARY COMM/ELECT OFF (CP) (FE) (RO) (N/FE)
EQUIP, IFF
4 RADAR STANDBY (P) (FE/N)
7 AIR COND/PRESS NO PRESSURE (FE)
8 AUXILIARY HYDRAULIC PUMP AS REQD (CP)
9 ANTI-ICING/DE-ICING OFF (FE)
10 FUEL CONTROL PANEL SET (FE)
11 START GTC SET (FE)
12 ELECTRICAL CONTROL PANEL SET (FE)
13 WINDOW OPEN (CP)

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 39

CRUISE ENGINE SHUTDOWN

1 CREW NOTIFY (P)

2 SYNCHROPHASE MASTER SWITCH OFF (FE)
3 PROPELLER GOVERNOR CONTROL MECH GOV (CP)
SWITCH
4 FEATHER VALVE AND NTS CHECK VALVE (CP)
SWITCH
5 AIRSPEED BELOW 180 KIAS (P)
6 NTS CHECK COMPLETE (FE)
7 THROTTLE OF ENGINE TO BE SHUT FLIGHT IDLE (P)
DOWN
8 ENGINE CONDITION LEVER FEATHER (CP)
9 FUEL BOOST PUMP OFF (FE)
10 ENGINE GENERATOR SWITCH SET (FE)
11 PROPELLER FEATHER OVERRIDE BUTTON OUT (CP)
12 THROTTLE OF ENGINE SHUT DOWN FULL FORWARD (P)
13 OIL COOLER FLAP CLOSED/FIXED (CP)
14 ENGINE BLEED AIR SWITCHES ON ON (FE)
OPERATIVE ENGINES
15 SYNCHROPHASE MASTER RESET AS NECESSARY (FE)
SWITCH
16 FUEL MANAGEMENT CHKD (FE)

AIRSTART PROCEDURES

1 FIRE HANDLE IN (CP)

2 THROTTLE SET APPROX 1” ABOVE FLT IDLE
(P)
3 FUEL BOOST PUMP ON (FE)
4 OIL-COOLER FLAP AUTO (CP)
5 FUEL ENRICHMENT NORM (P)
6 PROP GOV CONT MECH (CP)
7 NTS CHECK VALVE (CP)
8 TD CONT VALVE AUTO (FE)
9 COND LEVER AIRSTART (CP)
10 GENERATOR RESET/ON (FE)
11 FUEL ENRICHMENT OFF (P)
12 ENG BLEED-AIR ON (FE)
13 PROP GOV CONT NORM (CP)
14 SYNC MSTR SWITCH AS REQD (FE)
15 ENG INST WITHIN LIMITS (FE)

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 40

EMERGENCY PROCEDURES

CRITICAL ITEMS (GREY BOXED) MUST BE COMMITED TO MEMORY

ENGINE SHUTDOWN PROCEDURES

1 CONDITION LEVER FEATHER (CP)

2 FIRE HANDLE (IF FIRE, NAC O/H, VISIBLE PULLED (WHEN REQD) (CP)
FLUID LEAK OR THROTTLE
CONTROL CABLE FAILURE IND
3 FIRE EXT (IF FIRE OR NAC DISCHARGED (WHEN REQ) (CP)
O/H IS IND)
4 FLAP LEVER AS REQD (CP)
5 LANDING GEAR LEVER AS REQD (CP)
6 PROPELLER FEATHERED (LM/FA)
7 ENG BLEED AIR SWITCH OFF (FE)
8 GENERATOR SWITCHES TRIPPED/OFF (FE)
9 FUEL BOOST PUMP SWITCH AS REQD (FE)
10 CROSSFEED VALVE SWITCH AS REQD (FE)
11 PROP GOV CONT SWITCH MECH GOV (CP)
12 PROP FEATHER OVRD BUTTON OUT (CP)
13 SYNCHROPHASE MASTER SWITCH REST AT NECES (FE)
14 TD VALVE NULL (FE)
15 THROTTLE FULL FWD (P)
16 OIL COOLER FLAP SWITCH CLOSED/FIXED (CP)

GTC FIRE (GROUND EMERGENCY)

1 GTC FIRE HANDLE PULLED

2 FIRE EXTINGUISHER DISCHARGED
(IF REQUIRED) (CP)
3 EVACUATE THE AIRCRAFT (ALL)

GROUND EVACUATION

1 CREW/PASSENGERS NOTIFIED (P)

2 PARKING BRAKE SET (P)
3 TOWER NOTIFIED (CP)
4 FIRE HANDLES/COND LEVERS PULLED/FEATHER (CP)
5 AC/DC SW OFF (FE)
6 ALARM BELL 1 LG RING (P, CP)
7 EVACUATE (ALL)
8 CHOCK AIRCRAFT AS REQD (RO/LM/FM/OBS/FA)

GTC FIRE INFLIGHT

1 GTC FIRE HANDLE PULLED (CP)

2 FIRE EXTINGUISHER DISCHARGED
(IF REQUIRED) (CP)
3 ATM GEN OFF (FE)
4 GTC CONT SWITCH STOP (FE)
5 GTC BLEED AIR VALVE SWITCH CLOSED (FE)

FUEL DUMPING

1 ADVISE AIR TRAFFIC CONTROL FACILITY OF

INTENTIONS TO DUMP FUEL
2 FUEL SYSTEM TANK-TO-ENGINE
3 DUMP VALVE SWITCHES OPEN
4 DUMP PUMP SWITCH DUMP POSITION FOR

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 41

EACH TANK FROM WHICH

FUEL IS TO BE DUMPED
5 FUEL QUANITY INDICATORS MONITOR CLOSELY
6 FUEL DUMP SWITCHES OFF WHEN FUEL QUANITY HAS
BEEN DECREASED AS REQD
7 DUMP VALVE SWITCHES NORM

WING FIRE

1 CROSSFEED VALVE SWITCHES CLOSED (FE)

2 ENG HYD & SUCTION BOOST PUMPS OFF (CP)
3 BLEED AIR DIVIDER VALVE & ENG BLEED CLOSED (FE)
AIR VALVES
4 WING ELEC EQUIP OFF (FE)
5 IF NECESSARY SIDESLIP ACFT (P)
6 LAND ACFT AS SOON AS POSSIBLE (P)

FUSELAGE FIRE/SMOKE AND FUME ELIMINATION

1 OXYGEN ON/100% (ALL)

2 PRESSURUATION EMER DEPRESS
3 DESCENT AS REQD (P)
4 EXTINGUISH THE FIRE AS REQD (ALL)
5 ENG BLEED AIR SWITCHES OFF (FE)
6 AIRCONDITIONING MASTER SWITCH AUX VENT (FE)
7 PARATROOP DOORS/AFT ESCAPE HATCH OPEN (LM)
8 FLT STA EMER ESCAPE HATCH OPEN (AS REQD) (FE)

IN-FLIGHT DOOR WARNING

1 SEATBELTS FASTENED (ALL)

2 OXYGEN AS REQD (ALL)
3 DEPRESSURIZATION BEGIN DEPRESS (FE)
4 DESCENT AS REQD (P)
5 DOORS CHKD (FE,O)
6 MASTER DOOR WARNING OFF (FE,O)
LIGHT SWITCH

RAPID DECOMPRESSION

1 OXYGEN ON/100% (ALL)

2 PRESSURIZATION AS REQD (FE)
3 DESCENT AS REQD (P)

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 42

CHAPTER 2 – ALL-WEATHER OPERATIONS

INTRODUCTION

This section contains only those procedures that differ from or are in addition to the normal operating
instructions, except for some repetition necessary for emphasis, clarity, or continuity of thought.

INSTRUMENT FLIGHT PROCEDURES

The aircraft is completely equipped for the use of all standard radio navigational and flight aids. It is the
responsibility of the pilot to ensure that each crew member is thoroughly briefed on the exact procedures he is
expected to follow during all phases of aircraft operation. In planning IFR flights, remember that fuel
requirements at low altitudes are greater than at higher altitudes. If required to land under IFR conditions,
additional allowance must be made for letdown and holding procedures. Follow the normal take-off and cruise
procedures for instrument flight procedures. During take-off, use a 4° to 7° nose-up pitch attitude on the ADI
to allow the aircraft to fly off the ground.

HOLDING

Conduct holding operations at 170 KIAS. If maximum endurance is required, conduct holding operations at
maximum endurance airspeed plus 20 KIAS according to instructions from the airway traffic controller. This
airspeed permits holding to be accomplished at a constant power setting and allows turns to be executed with
little, if any, loss of airspeed. Any loss of airspeed may be regained when level flight attitude is resumed.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 43

PENETRATIONS

Penetrations may be accomplished in this aircraft, making certain that the current airspeed limitations are
adhered to. Handling characteristics are very good and pitch attitude is not extreme.

TYPICAL PENETRATION

The recommended procedure is as follows:

1. Before or upon reaching fix, complete the Approach checklist.

2. Begin the penetration at holding airspeed from the appropriate radio fix, in the clean configuration, by
retarding throttles to FLIGHT IDLE and smoothly establish descent at least 4,000 fpm until reaching the
penetration airspeed.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 44

Note
During penetration, turbulence may be encountered without warning.

3. Follow the published penetration procedure.

4. Start level-off 1,000 feet above the published minimum inbound altitude, and establish an airspeed of
170 KIAS.

5. Complete the Before Landing checklist prior to reaching the fix. Allow the airspeed to decrease to
approach speed and execute an approach.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 45

INSTRUMENT APPROACHES

All conventional systems of instrument approach may be used. Flight characteristics during instrument
approaches do not differ from those encountered during normal visual flight. Normally, 170 knots IAS is used
for entry. Airspeed after the Before Landing checklist is initiated will be commensurate with the approach and
aircraft gross weight. Do not reduce to approach airspeed until on final approach to the station or fix.

TYPICAL INSTRUMENT APPROACH - FOUR OR THREE ENGINES - NDB, VOR, OR RANGE PROCEDURES

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 46

TYPICAL INSTRUMENT APPROACH -TWO ENGINES - NDB, VOR OR RANGE PROCEDURES

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 47

TYPICAL ILS - FOUR OR THREE ENGINES

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 48

TYPICAL ILS - TWO ENGINES

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 49

TYPICAL RADAR APPROACH PATTERN - FOUR OR THREE ENGINES

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 50

TYPICAL RADAR APPROACH PATTERN - TWO ENGINES

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 51

CIRCLING APPROACH

In the event it becomes necessary to make a circling approach to align the aircraft with the runway, maintain
150 KIAS or computed approach speed, whichever is higher, until intercepting a normal landing profile. When
on final approach, select the desired final flap setting and proceed with a normal landing, one of the following
runway offset methods may be used:

1. 270° METHOD: The 270° method may be used when it is practical to cross the runway at 90° from
the low approach course of the aircraft. The runway is crossed at a 90° angle. Fly this heading for
approximately 13 seconds, then make a standard rate turn to the runway heading.

2. 450° METHOD: The 45° method consists of a standard rate turn to a heading 45° from the downwind
heading for 40 seconds and then make a standard rate turn to the runway heading.

3. 80° to 260° METHOD: The 80° to 260° method consists of a standard rate turn of 80° from the
downwind heading, rolling out of this turn and into a standard rate turn to the runway heading.

4. BOXING RUNWAY METHOD: Boxing the runway is basically a closed traffic pattern made by flying
down the runway, making a standard 180° turn, and then another 180° turn to the runway heading.

ICE AND RAIN

Avoid icing conditions whenever possible. The biggest danger caused by ice accumulation is the reduced
aerodynamic efficiency of the aircraft. Increased drag and diminished lift because of airfoil deformation and
loss of thrust because of lowered propeller efficiency and engine power are typical results. Specifically, ice
accumulation may have the following effects:

1. Increased lift-off speed and increased stalling speed. Higher take-off, landing, and minimum flight
speeds are then required.

2. Reduced rate-of-climb ability of the aircraft.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 52

3. Increase power requirement, causing increased fuel consumption and decreasing range and
endurance.

4. Impaired control response.

5. Reduced engine power caused by obstruction of engine inlet air duct.

If cruise must be made in icing conditions, consideration must be given to the effect of using bleed air from
the engines for anti-icing system. Use of bleed air for anti-icing will reduce speed, and thus range, for any
power setting. Meanwhile, it is recommended that altitude be changed, when possible, until icing no longer
occurs. If climbing to a non-icing altitude is not possible, a check of fuel flow versus groundspeed should be
made to determine if range or radius of action will complete the mission. Although the leading edge is capable
of full evaporative, continuous anti-icing, it has been found more satisfactory to use the system exclusively as
a deicing system by operating it periodically to remove accumulated ice. The empennage system is exclusively
an anti-icing system. Operation in this manner presents no problem with “run-back”. The aircraft can
penetrate icing conditions if the procedure given below is followed:

1. Select the least severe altitude, from the standpoint of icing conditions, consistent with mission
objectives and the traffic or combat conditions. Consider OAT, nature of clouds, type of icing (rim, clear)
anticipated or being encountered, and the duration of icing.

2. Fly with the PROP & ENGINE ANTI-ICING MASTER switch in the AUTO position.

3. Place the PROPELLER ICE CONTROL switch in the ON position.

4. Place the ENGINE INLET DUCT ANTI-ICING switch in the ON position.

Note
When icing conditions are encountered, the anti-icing system for the above operates
automatically, providing steps 2 through 5 have been accomplished. When the
warning icing condition ON light is illuminated, make frequent visual checks of wing
leading edges.

5. Deice the wing leading edges whenever the ice appears to be 3/8 to 3/4 of an inch thick, although
little performance penalty has been noted when far heavier loads of ice have teen allowed to build up.
Deicing switches should be turned on until wing leading edges are clean, then turned off. This will
normally require 20 seconds or less of on time. For the empennage, leave the switch on as an anti-icing
system. The use of bleed air from only one or two engines is not recommended.

6. When icing conditions no longer exists, turn the PROP & ENG ANTI-ICING MASTER switch to the
RESET position. When turned to the RESET position, all anti-icing systems except wing and empennage
are turned off automatically. The WING and EMPENNAGE ANTI-ICING switches must be manually turned
off.

CAUTION
Avoid high angles of attack during periods of transition from icing to melting
conditions and/or ice shedding for the center wing section. Maintain a straight and
level flightpath until all ice has been shed from the center wing section. If ice is shed
from the center wing section when the aircraft is at high angles of attack, it is very
likely the shedding ice will strike the horizontal stabilizer and possibly cause extensive
damage to the stabilizer leading edge.

7. Delay extension of flaps and landing gear until absolutely necessary (e.g., until the aircraft gear).
Move the MAIN LANDING GEAR DRIVE switch to HI-TORQUE before attempting to lower the landing gear.
While flying through icing conditions, watch the leading edge anti-icing current indicators to make certain
that the anti-icing equipment is working properly. Make frequent visual checks of wing leading edges,
engine inlet air duct leading edges, and propellers in the landing pattern. This will help to avoid excessive
ice accumulation on the flaps and landing spinners. If leading edge anti-icing/deicing is seen to be
inadequate for preventing ice accumulation, seek a less severe icing level.

WARNING
If possible avoid prolonged flight in freezing rain, particularly at low airspeeds with
corresponding higher angles of attack, as there is a possibility of ice accretion on the
upper inside surface of the engine inlet air ducts and other areas that are not normally
exposed and that are not anti-iced. Ice may accumulate on areas of the wing that are
not anti-iced in quantities sufficient to cause loss of control.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 53

CLEAR AIR ICING

Engine inlet air duct icing in clear ah is possible in some combinations of temperature and humidity, depending
on the engine power setting and the airspeed. This icing is caused by the sudden drop in temperature resulting
from pressure loss in the engine inlet air duct. Such icing is indicated to the pilot by a falling torquemeter
indication. If torquemeter indication falls for no apparent mason, assume that engine inlet air duct icing is
occurring. Turn the PROP & ENG ANTI-ICING MASTER switch to the MANUAL position, and place the ENGINE
INLET AIR DUCT ANTI-ICING switch in the ON position. If falling torquemeter indication is observed, take the
following action immediately.

1. Increase airspeed to the maximum consistent with continuous operation, to increase ram pressure in
the air duct.

2. Seek an altitude that is less likely to produce air duct icing.

RAIN

Rain has no adverse aerodynamic effect on the aircraft. At cruise speeds, however, visibility through the
windshields will be reduced by streaking as the windshield wipers are ineffective at speeds above 180 KIAS.

TURBULENCE AND THUNDERSTORMS

Rain has no appreciable aerodynamic effects on the aircraft. At cruise speeds, however, visibility through the
windshields will be reduced by streaking as the windshield wipers are ineffective at speeds above
approximately 180 KIAS.

Flying under conditions of extreme turbulence, such as through thunderstorms, must be avoided whenever
possible. When flying under conditions of low visibility, clear passage around or between thunderstorms can
usually be found with the navigation and search radar. The possibility remains, however, that a storm cannot
be dodged, or that flight through storm may be a matter of military necessity.

WARNING
Flight through thunderstorms or other conditions of extreme turbulence should be
avoided whenever possible.

Recommended airspeed for penetration into thunderstorms is 65 knots above power-off stall speed, not to
exceed 180 KIAS.

Note
The autopilot may be used and, in some cases, is desirable. The altitude hold mode
should be disengaged and the autopilot not assisted or overpowered in the autopilot
mode. If autopilot cannot control attitude, disengage and fly manually.

DESERT PROCEDURES

Desert operation generally means operation in a very hot, dry, dusty, often windy atmosphere. Under such
conditions, sand and dust will often be found in vital areas of the aircraft, such as hinge points, bearings,
landing gear shock struts, and engine cowling and intakes. Severe damage to the affected parts may be
caused by the dust and sand. Position the aircraft so that propwash will not expose other aircraft, personnel,
and ground equipment to blown sand or dust. The necessary operations under such conditions are given in the
following paragraphs.

BEFORE ENTERING THE AIRCRAFT

Perform a normal preflight inspection. Give special attention to the following:

1. Cool the flight station and special equipment compartments with portable coolers, if available.

Note
Use of the GTC for ground air conditioning may pull in quantities of sand and dust.

2. Inspect all control surface hinge and actuating linkage for freedom of sand and dust.

3. Inspect tires for proper inflation.

4. Inspect shock struts for cleanliness. Remove all protective covers and shields.

© 2005 Captain Sim www.captainsim.com

‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 54

BEFORE STARTING ENGINES

Continue the normal preflight inspection of the aircraft. Give special attention to the following:

1. Inspect instrument panels, switches, and controls for freedom of sand and dust.

2. Operate all controls through at least two full cycles to ensure unrestricted operation.

TAXIING INSTRUCTIONS

Taxi the using care to avoid blowing sand or dust on other aircraft, personnel, or equipment. Use brakes as
little as possible, to prevent overheating. The use of reverse thrust may blow sand and dust into the air
directly in front of the engine intakes. In deep sand, use differential power, rather than nose wheel steering,
for directional control. Minimize ground operation to avoid excessive sand and dust intake by the engines.

TAKE-OFF

Execute normal take-off and climb. Avoid take-off during sand or dust storms. if possible. Sand and dust will
cause damage to internal engine parts. Take-off run is considerably increased and rate of climb decreased in
high atmospheric temperatures. Refer to the appropriate performance charts.

Note
When take-off performance is not critical, use rolling take-off whenever possible in
order to decrease time in adverse conditions.

СRUISE

Follow normal procedures for the operation of the aircraft. Avoid flying through dust or sand storms, when
possible. Excessive dust and grit in the air will cause considerable damage to internal engine parts.

LANDING

Execute a normal approach and landing. Therefore, on very hot days, follow traffic and landing procedures
strictly, and anticipate a longer landing roll. Avoid the use of reverse thrust, since reverse thrust may blow
sand and dust into the air directly in front of the engine intakes.

STOPPING ENGINES

Make normal engine shutdown. As soon as the aircraft is parked, chock the wheels and release the brakes to
avoid damage to brake components due to excessive heat generated while taxiing.

BEFORE LEAVING THE AIRCRAFT

Make a normal Before Leaving the Aircraft inspection, giving special attention to the following:

1. Have all protective covers and shields installed.

2. Except in dust or rainy weather, leave flight station windows and compartment doors open to
ventilate the aircraft.

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‘Legendary C-130’ FLIGHT MANUAL Part II – Normal Procedures 55

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