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(1) HC-130J > 1C-130J-1 Flight Manual > Flashcards

1C-130J-1 Flight Manual Flashcards

Notes, Warnings, Cautions, and Limits

1
Q

Max T/O and Taxi Weight

w/o Waiver

A

155,000 lbs

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2
Q

Max Landing Sink Rate (130,000 lbs)

A

540fpm

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3
Q

Max Landing Sink Rate (155,000 lbs)

A

300fpm

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4
Q

Length

A

97’ 9”

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5
Q

Wingspan and Turn Radius

A

132’ 7” / 169’ 8”

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6
Q

Height

A

38’ 11”

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7
Q

APU Cycle Limit

A

1 Min ON / 4 min OFF

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8
Q

Engine Starter Limits

A

70 secs ON / 60 sec OFF 5 cycles then 20 min cool down

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9
Q

Max Fuel (Tanks 1 + 4)

A

8,755 lbs

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10
Q

Max Fuel (Tanks 2 + 3)

A

8,060 lbs

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11
Q

Total Main Fuel Tanks

1, 2, 3, and 4

A

33,630 lbs

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12
Q

Total Aux Fuel Tanks

A

6,125 lbs

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13
Q

Total Inboard Tanks

A

45,880 lbs

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14
Q

Total External Tanks

A

9,375 lbs

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15
Q

Total Fuel Capacity (internal and external)

A

64,630 lbs

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16
Q

Landing Limit Full Fuel Tanks

A

300 fpm

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17
Q

Landing Limit 300 to 520 fpm

A

1) Tanks 1 and 4: 6,600 lbs
2) Aux tanks no limit
3) External less than 500
4) Total less than 25,000

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18
Q

Symmetrical Main Tanks Balance Weight

A

1,000 lbs

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19
Q

Symmetric Left and Right Wings

A

1,500 lbs

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20
Q

Symmetric Aux Tanks

A

No Limits

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21
Q

Tanks 1&4 vs 2&3

A

500-1000 lbs more

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22
Q

Primary Fuel Management

A

To be within Primary Fuel management, main tanks are full, except fuel used for taxi, takeoff and climb; but not less than 7560 lb in tanks 1 and 4 and not less than 6812 lb in tanks 2 and 3, when the external and/or auxiliary tanks contain usable fuel.

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23
Q

Norm Hydraulic Px

A

3000 PSI

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24
Q

Max Hyd Px

A

3500 PSI

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25
Q

LSGI Engine Shutdown

A

2 Min

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26
Q

Replace Battery

A

<22 VDC

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27
Q

Min Batt for T/O

A

24 VDC

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28
Q

Check T/O HP within

A

200 HP of REF NLT 5 seconds

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29
Q

Altimeter Diff

A

w/in 40’ Field Elevation

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30
Q

Flap Speeds: 10%

A

220 KIAS

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31
Q

Flap Speeds: 20%

A

210 KIAS

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32
Q

Flap Speeds: 30%

A

200 KIAS

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33
Q

Flap Speeds: 40%

A

190 KIAS

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34
Q

Flap Speeds: 50%

A

183 KIAS

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35
Q

Flap Speeds: 60%

A

165 KIAS

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36
Q

Flap Speeds: 70%

A

155 KIAS

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37
Q

Flap Speeds: 80%

A

150 KIAS

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38
Q

Flap Speeds: 90%

A

145 KIAS

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39
Q

Flap Speeds: 100%

A

145 KIAS

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40
Q

Max LDG Gear ext

A

168 KIAS

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41
Q

Max LDG Lights Ext

A

250 KIAS

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42
Q

Max Speed: Ramp/Cargo Door Open

A

250 KIAS

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43
Q

Max Speed: Air Deflector Doors Open

A

150 KIAS

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44
Q

Max Speed: Severe Turb

A

Vs + 65 no greater than 181 KIAS

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45
Q

Max Speed: Inop Windshield A/I

A

187 KIAS

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46
Q

Max Speed: Gear Doors Removed - UP

A

200 KIAS

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47
Q

Max Speed: Gear Doors Removed - DOWN

A

168 KIAS

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48
Q

Max Speed: Max nose gear deflected - 20*

A

20 KGS

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49
Q

Max Speed: Max Nose Gear Deflected - 60*

A

5 KGS

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50
Q

Max Rough Taxi Speed

A

10 KGS

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51
Q

Max Tire Speeds - Nose

A

139 KGS

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52
Q

Max Tire Speeds - Main

A

174 KGS

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53
Q

Max XW Takeoff

A

35 kts > 105,000 lbs

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54
Q

Max XW Landing

A

35 kts

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55
Q

APU Max Cont. EGT

A

680* C

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56
Q

APU Bleed Air Load: Normal/Cold Wx

A

1 min / 4 min

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57
Q

B.A. Load Cold Wx

A

4 min

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58
Q

Fire Handle Secures

A

HBOFFA
H: Hydraulic
B: Bleed Air
O: Oil
F: Fuel
F: Feathers Prop
A: Arms/Routes Fire Ext Agent

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59
Q

Training Maneuver Limit: Aborted T/O

A

CFL + 1,000’

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60
Q

Training Maneuver Limit: No flap full stop (max 120k)

A

Landing over 50’ + 1,000’ or 6,000’ (whichever greater)

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61
Q

Training Maneuver Limit: Touch and Go

A

5000’ x140’ (-1) 150’ (local 3710)

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62
Q

Training Maneuver Limit: 1 Eng Out (wx requirements)

A

Day: Circle mins
Night: VMC

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63
Q

Training Maneuver Limit: 3 Eng Go

A

Initiate > threshold speed

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64
Q

Max MGT Start

A

807*

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65
Q

Max MGT prior to start

A

175°

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66
Q

Min Bleed for Start

A

22 PSI

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67
Q

NG Indication

A

10s of starter

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68
Q

Starter Cutout

A

65% NG

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69
Q

Prop NP in HOTEL

A

20-30%

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70
Q

Max Airstart Altitude

A

FL250 (JP8)

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71
Q

Max Static Prop Feathering Cycles (Cycle = each time aux feather pump used to drive prop from feather to reverse back to feather)

A

2

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72
Q

Max Feathering Commands (Command is each time FIRE handle pulled or PROP Control switch place to feather)

A

4

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73
Q

Prop Protection: Max Wind Speed 1-4000 HP

A

w/in 45* No Limit

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74
Q

Max Wind Speed 1-4000 HP 45-90 & 270-215

A

15 kts

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75
Q

Max Wind Speed 1-4000 HP 90* - 270*

A

15 kts

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76
Q

Max Cabin Delta Procedures

A

15.3inHg

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77
Q

O2 QTY Low Light

A

2.5L

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78
Q

Min O2 (Local 3710)

A

10.0L

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79
Q

Min Altitude AP On

A

500’ AGL

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80
Q

Min Alt AP OFF

A

DH/MDA

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81
Q

Min Rwy Length
(Operational)

A

Charted CFL

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82
Q

Max XW

A

Up to 35 kts

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83
Q

Max TW

A

13 kts (CNI-MU)

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84
Q

AOB below 1,000’

A

10% of alt/35* (whatever is less)

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85
Q

Before Attempting Ground Restart

A

1) MGT below 175°
2) NG 0% for 30 seconds

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86
Q

Typical time from starter activation until NP is on speed

A

30 sec; up to 2 min for new propellers

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87
Q

Fuel Flow indicated at:

A

40% NG

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88
Q

Normal Hydraulic Px indication within __ seconds of NP on speed

A

30 seconds

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89
Q

NG indication once starter activated

A

10 seconds

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90
Q

E Oil PX indication within:

A

15 second of NG rotation

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91
Q

GBOX Oil PX indication within:

A

15 seconds of NP rotation

92
Q

APU Fuel Supply

A
  • # 2 Tank
93
Q

APU Overspeed

A

110%

94
Q

Cold WX Procedures

A

= 0* C

95
Q

Hotel Mode Until Oil Temp Reaches

A

15* C

96
Q

LSGI until oil temp reaches

A

45* C

97
Q

Ice Protection On When:

A

< 10* C and visible moisture during taxi and takeoff

98
Q

Minimum Crew

A

Pilot, Copilot, Loadmaster, Basic Aircrew

99
Q

Minimum Fuel

A

Land at destination or alternate no less than 6,000lbs

100
Q

Minimum Altitude for Turns

A

300ft AGL/AWL

101
Q

Minimum Altitude four engine operation

A

200ft AGL/AWL; 100ft for identification during day VMC

102
Q

Minimum Altitude: Dual RADALT inop

A

Night unaided/IMC: 1000ft AGL/AWL unless current altimeter setting from another asset within 100 miles is used then 500ft
Day VMC/NVG: 300 ft AWL/AGL

103
Q

Minimum RWY Width (training)

A

150’ (local 3710)

104
Q

Training Maneuver Limit: Approach to Stall

A

1) AC left or right seat
2) Clearing turn required
3) Day, VMC, 5000’ above cloud deck
4) Between 10,000 an 16,000 AGL

105
Q

Prohibited Manuevers

A

1) Aerobatics and Spins
2) Intentional zero an negative G maneuvers longer than 7 seconds
3) Practice stalls power above 1,000 HP
4) Practice asymmetric power stalls
5) Sustained AS below stick pusher spee
6) Intentional sideslip greater than sideslip or rudder alerts
7) Abrupt longitudinal control inputs at high speeds
8) Rapid roll reversal (roll rate must be zero momentarily before applying full aileron in opposite direction
9) AS above 150 KIAS, moderate to large rudder input held until sideslip peaks, followed by opposite rudder or a series of moderate to large alternating rudder inputs tending to produce larger sideslip angles

106
Q

Maximum Airspeed below 2,000ft AGL/AWL

A

190 KIAS

107
Q

Fuel Boost Pump Pressure

A

15-24 psi

108
Q

Fuel Transfer Pump Pressure

A

28-40 psi

109
Q

Stabilized Approach Criteria

A
  1. Correct flight path with only small changes in HDG and Pitch
  2. Airspeed not less than computed APPR/THR and not more than 10 kts
  3. AC in briefed landing configuration
  4. Sink rate no greater than 1,000fpm
  5. Briefs and checklists are complete
  6. Precision Approach: within one dot of GS and LOC. Circle: wings level 300’
  7. Planned deviations briefed prior to executing approach
110
Q

Handling Emergencies Guidance

A
  1. Stabilize aircraft above 1000ft AGL
  2. Analyze the Situation
  3. Take coordinated corrective action
  4. Manage/monitor
111
Q

Total internal tanks

A

45,880

112
Q

Special high speed landing procedures are required:

A

● 100 percent flap landings at weight above 155,000 lb
● 50 percent flap landings at weight above 130,000 lb
● All 0 percent flap landings
● Temperature at or below ISA +15 ºC, all landings at field elevation greater than 4,000 ft MSL
● Temperature greater than ISA +15 ºC, all landings at field elevation greater than 2,000 ft MSL

113
Q

HAZMAT Transport Considerations When tasked to transport HAZMAT

A

(refer to the Preparing Hazardous Materials for Military Air Shipment Manual AFMAN 24-604)

o Certification – Shippers responsibility

o Considerations
ƒ Type
ƒ Quantity
ƒ Packaging
ƒ Location –In relation to other HAZMAT
ƒ Passengers –None/ Military/ Mission essential
ƒ Wavier Authority (CG 7-11)
ƒ Over flight /intended point of landing regulation (IFR Supplemental/ Foreign Clearance Guide)

114
Q

Max MGT Takeoff

A

852°
If 852 is exceeded, overtemp inspection required

115
Q

Max MGT Continuous

A

833°

116
Q

Max MLG Tire Speed

A

174 GS

117
Q

Long Range over water Burn Priority

A

1) Aux
2) External
3) Mains

118
Q

Short Range/Over Land Burn Priority

A

1) External
2) Aux
3) Mains

119
Q

Max Load Factor in Symmretical Manuever (up down, no aileron): Flap Extention

A

2.0 G

120
Q

Max Load Factor in UnSymmretical Manuever (up down, aileron): Flap Extention

A

1.5 G

121
Q

Maximum taxi speed GWT above 155k

A

10 knots

122
Q

Max Nosewheel deflection above GWT 155K

A

20°

123
Q

Air Start Limits

A
  • 25,000 ft
  • 22,500’ w/ JP4
  • NG 15-29%
  • If bleed air from another engine available, start at any airspeed below 250kts
  • If prop windmilling at 100% NP, NG stablizes at 15% between 110-130 knots
  • If prop is feathered, NG stablizes at 15% between 200-250 KIAS
124
Q

NG Start Limit

A

72%

125
Q

Engine starts prohibited when oil temperature is

A

–40°C

126
Q

NP (feathered, LSGI)

A

20-30%

127
Q

NP (unfeathered, LSGI)

A

71-75

128
Q

NP (unfeathered, GI)

A

99-101

129
Q

NP Max Reverse

A

101

130
Q

NP Normal Takeoff

A

99-101

131
Q

NP Max Continuous

A

99-101
Up to 112% during transition from FLT IDLE to GRD IDLE

132
Q

NP Flight Idle

A

99-101
Up to 112% during transition from FLT IDLE to GRD IDLE

133
Q

MGT (feathered, LSGI)

A

<600

134
Q

MGT (unfeathered, LSGI)

A

<600

135
Q

MGT (feathered, GI)

A

<600

136
Q

MGT Max Reverse

A

833

137
Q

MGT Flight Idle

A

833

138
Q

NG Start

A

72

139
Q

NG (Feathered, LSGI)

A

72

140
Q

NG (unfeathered, LSGI)

A

72

141
Q

NG (Unfeathered, GI)

A

72

142
Q

NG Max Reverese

A

102

143
Q

NG Normal Takeoff

A

102

144
Q

NG Max Continuous and FLT IDLE

A

102

145
Q

Prop Gearbox Oil PX w/in (time) - Start

A

w/in 15 sceond of prop rotation (np)

146
Q

Prop Gearbox Oil PX (Feathered, LSGI)

A

15

147
Q

Prop Gearbox Oil PX (Unfeathered, LSGI)

A

110-210

148
Q

Prop Gearbox Oil PX (Unfeathered, GI)

A

170-210

149
Q

Prop Gearbox Oil PX (Max Reverse and Normal Takeoff)

A

170-210

150
Q

Prop Gearbox Oil PX (Max Continuous)

A

170-210

151
Q

Prop Gearbox Oil PX (Flight Idle)

A

170-210

152
Q

Engine Oil Pressure (ALL Phases)

A

40 - <90

153
Q

Engine Oil Pressure Limits Note 16

A

During ground operations, when oil px equals or exceeds 90 psi, accomplish shut down, maintenance required.

154
Q

Oil Temp (All phases/Conditions)

A

60-85

155
Q

Oil Temp (Unfeathered, LSGI)

A
156
Q

Primary Fuel Management

A

● Based on JP-8 Fuel at 6.8 lb ‘/gal

● Maximum usable fuel weights are those listed in the Fuel Weight Limits for Taxi and Takeoff table.

● Tanks 1 and 4 always contain 500 to 1,000 lb more fuel per tank than tanks 2 and 3 except when total usable fuel is less than 6,000 lb.

● The main tanks are full, except for fuel used for taxi, takeoff and climb; but not less than 7,560 lb in tanks 1 and 4 and not less than 6,812 lb in tanks 2 and 3, when the external and/or auxiliary tanks contain usable fuel.

● Fuel unbalance is within the limits specified by the AIRSPEED LIMITATIONS and FUEL UNBALANCE LIMITS in this section.

157
Q

Secondary Fuel Management

A

Any fuel management that fails to meet the requirements for primary fuel management is defined as secondary fuel management.

158
Q

APU Auto Shutdown

A

FOOT:
Fire detected
Oil Pressure Loss
Overspeed (A:APU Shutdown Ovrspd)
Tachometer signal (RPM) Loss

159
Q

Bleed Air Temp

A

685 +/- 17

160
Q

Bleed Air Px

A

101.5 +/- 3.5 PSIG

161
Q

Prohibited Manuevers

A

1)

162
Q

Pallet Position Limits

A

1-4: 10,000lbs
5: 8,500lbs
6: 5,000lbs

163
Q

Number of oxygen regulators

A

10

164
Q

Portable oxygen bottles

A
  1. 2 next to pilots, 1 right side of 245 bulkhead, 1 right side forward of paratroop door
165
Q

Emergency Exit Lights

A

8 portable battery-operated rechargeable lights located near each exit

Activated decel 2 G or ess DC bus power failure

166
Q

First Aid Kits

A
  1. 2 flight deck, 8 cargo compartment
167
Q

Fire extinguishers

A

4 halon hand operated trigger type
1 flight deck, 1 on 245, 2 left side cargo compartment

168
Q

Life raft

A

2 20 man yellow with orange canopy and survival gear in center wing compartment

169
Q

Hand Axe

A
  1. 1 on 245, 1 left paratroop door
170
Q

Survival Vest

A
  1. Right side forward on wing box
171
Q

Anti exposure suits

A

12, six behind each aft section paratroop seats

172
Q

Emergency Locator Transmitter (ELT)

A

Transmits on 121 and 243, for 50-70hrs and 406 for 25 hrs

173
Q

Cockpit voice recorder (CVR)

A

Four channel digital recorder records 30 min of audio from cockpit microphone, pilot and copilot, ICS

174
Q

Digital Flight Data Recorder (DFDR)

A

Records most recent 25 hours of plane systems and data

175
Q

Emergency Exits

A

11.
(2) L/R Pilot swing windows
3 overhead escape hatches
1 crew entrance door
2 forward emergency exits
2 paratroop doors
1 cargo ramp and door

176
Q

Cargo Compartment Dimensions

A

Length: 41’
Width: 10’ 3”
Height: 9’
FS 245 to FS 869

177
Q

Treadway

A

36” area on each side 30” apart
Vehicles must be less than 13,000lb per axle or less than 6500lb per wheel or shoring required

178
Q

Max Takeoff Weight

A

155,000
164,000 with CO Waiver

179
Q

Max Landing Weight

A

130,000 recommend
155,000 normal

180
Q

Determining Factor for Max TO Gross Weight

A

Most limiting of the following:
Structure (Airframe GWT, Runway ACN/PCN)
3 Eng climb performance
CFL
Power lever transition
Brake energy absorption
Climb out flight path

181
Q

Maximum Landing Gross Weight

A

Most limiting or lowest gross weights for:
Structure (Aircrsft GWT, Runway ACN/PCN)
Field Length
Power Lever Transition
Brake Energy Absorption

182
Q

Airfield Strength

A

ACN/PCN

Pavement Classification Number. Found in IFR Sup. Sub-grade A (high) to D (low)

Aircraft Classification Number (ACN):
Use weight and sub grade code to determine ACN.

IF ACN IS GREATER THAN PCN, not advisable to land.

Single Tandem (S2)

183
Q

Prop Angles: Feathered

A

> 85% (corse/high pitch)

184
Q

Prop angles: Flight

A

Greater than 23°

185
Q

Prop angles: ground range

A

23° to 10.5°

186
Q

Prop angles: reverse thrust

A

10.5° to -15° (fine/low/negative pitch)

187
Q

Risk Assessment: PEACE Model

A

Planning
Event
Asset: Crew
Asset: Aircraft
Communications
Environment

188
Q

Destination Alternate Requirments

A

Required if destination wx less than approach minimums. Alternate must have Ceilings > or = 2000ft or 400 ft above lowest compatible appr min, 3 SM vis

189
Q

Required Form Review (Before Start Checklist)

A

1) ALMIS
2) Form F
3) Passenger Manifest (as required)
4) HAZDEC
5) Customs Declarations
6) Pubs/Charts/Appr plates

190
Q

Cabin Pressurization Manual Control Acceptable limits

A

Cabin altitude below 10,000ft and any differential pressure below 14.0 inHg

191
Q

Course Deviation Indicator: INAV (ranges greater than 50 NM)

A

1.5 NM per dot

192
Q

Course Deviation Indicator: INAV (ranges less than 50 NM)

A

600 yards per dot

193
Q

Course Deviation Indicator: VOR/TACAN

A

5 degrees per dot

194
Q

Course Deviation Indicator: ILS

A

3-6 degrees per dot

195
Q

Course Deviation Indicator: IPRA

A

1.5 NM per dot except when steer point is FAF, MAP, RPI and Go Around not selected, then 1.25

196
Q

Course Deviation Indicator: Full Scale Deflection (all modes)

A

2.25 dots

197
Q

Vertical Path Deviation (ILS/LPV/LNAV/VNAV)

A

100 ft per dot

198
Q
A
199
Q

GMAD

A

AH-POOP

AC Generator
Hydraulic Pump
Propeller Control Unit (PCU)
Overspeed Governor
Oil Pumps
Prop Brake

200
Q

PUAD

A

Permanent Magnetic Alternator (PMA)
Fuel Pump and Metering Unit (FPMU)
Air Turbine Starter
Dirty Stuff (Oil: Accessory drive pump, Power unit oil pressure and scavenge pumps, Fuel cooled oil cooler)

201
Q

When should the shoulder harness inertia reel lock be in the “LOCKED” position?

A

If crash landing is anticipated (1-A-25)

202
Q

Liferaft release handles?

A

6 liferaft release handles.
Two on the flight station bulkhead below the escape hatch
two on the fuselage stricter aft of the right paratroop door
Two on the wing upper surface inboard of their respective liferaft compartments

203
Q

Crew entrance Jettison Handle location

A

Yellow handle located on the ceiling of the flight station
(1-A-38)

204
Q

Ramp Manual Control Knob positions

A

1 - used to unlatch the ramp up locks
2 - used to lower the ramp
3N - deenergized neutral position
4 - used to raise the ramp
5 - used to lock the up locks
6N - deenergized neutral position - should be left in this position when closed and not being operated
(1-A-55)

205
Q

Head up Operation - Data Entries

A

Taxi - while in motion, entries by the copilot. While stopped and parking brake set either pilot may make entries.

Climb - Data entry by the PM

Cruise - Data entry by either pilot; however, do not allow data entry to consume the attention of both pilots at the same time.

(2-A-4)

206
Q

APU shuts off with no associated ACAWS?

A

If this occurs, maintenance is required prior to APU restart
(2-A-26)

207
Q

No GPS position is displayed (Power up checks)

A

Restart GPS by pressing the EGI 1 (or 2) RECYCLE key from the AMU, NAV SELECT, EGI POWER page.
(2-A-29)

208
Q

Current position is different from indicated navigation position

A

Realignment is required. Refer to CNI-MS Operator Manual 1C-130J-1-4
(2-A-29)

209
Q

LSGI switch lights do not illuminate

A

Reset the associated FADEC and reselect LOW
(2-A-44)

210
Q

On the ground, fuel has been sprayed into the engine with no ignition

A

Motor the engine for at least 30 seconds. On subsequent start, it is acceptable to have flames out the tailpipe for a few seconds due to residual fuel.
(2-A-46)

211
Q

Engine anti-ice switch (Before Taxi)

A

Engine anti-ice should be on is OAT is less then or equal to 10C with visible moisture.

If engine anti-ice is selected to on, set CNI-MU told page to ALL BLEED.
(2-A-50)

212
Q

Engine anti-ice is required and pressure altitude is greater than 3,000ft (Before taxi checklist)

A

Consider operating with engine anti-ice on for a minimum of 3 minutes to stabilize engine temperatures before applying takeoff power

Consider reducing the bleed air requirement during takeoff by selecting the AIR COND CARGO COMPT POWER switch to OFF and UNDERFLOOR switch to FAN
(2-A-51)

213
Q

UNDERFLOOR switch - HEAT/FAN (Before Taxi Checks)

A

If the differential pressure increases above 0.4 inHg and UNDERFLOOR switch is set to HEAT/FAN, set the switch to FAN.
(2-A-52)

214
Q

Prop Control Cycle (before Taxi checks)

A

Required when the starting oil temperature is <0C Oil temperature must be > 45C before propeller controls are cycled.

Power Levers - LSGI, GND IDLE
Prop Control Switch - Feather to Normal (three times)
(2-A-54)

215
Q

Brake use while taxiing

A

Excessive or prolonged use of the brakes, especially at heavy weight, can result in overheating of the wheel and brake assemblies with possible brake failure and/or brake fire. For most taxi operations, thrust changes, instead of brakes, should be used to control taxi speed.
(2-A-56)

216
Q

Fusible Plug

A

Device designed to melt at 390 C to deflate the tire.

Fusible plug release is likely after the second consecutive full antiskid braking operation above 130,000lb. Fusible plug release is unlikely to occur with a single aborted takeoff at gross weights up to 175,000lb

(2-A-57)

217
Q

If nose landing gear becomes obstructed while taxing

A

Thrust levels with brakes released shall be limited to no more than 2,585 HP per motor. If the airplane does not move, the gear obstruction shall be cleared before further attempts to move the airplane.
(5-27)

218
Q

Taxing when gross weights exceed 155,000lb

A

Regardless of runway terrain conditions, nose wheel limit is 20 degrees left or right of center mark.
(5-27)

Taxi and takeoff are permissible only on surfaces where qualities of smoothness and freedom from dips, depressions, and holes are comparable to those of a major airfield

Maximum taxi speed of 10 kts

Taxi shortest distance possible

Use minimum braking while turning

Limit nose gear steering angle to 20 degrees

Avoid abrupt or hard uneven application of brakes
(5-28)

219
Q

Two engine taxi

A

When taxing with two symmetrical engines shut down or in hotel mode, the remaining engines must be in LSGI or normal ground idle. If the remaining two engines are in LSGI, the AUX pump switch shall be on and EMER BRAKE SEL switch set to EMER to ensure adequate brake pressure.

(2-A-58)

220
Q

Taxing in high winds

A

30kt, 90 degree crosswinds = nose wheel steering and rudder control

Taxing in winds up to 60kts = requires all four engines and coordinated use of nose wheel steering, rudder, differential braking, and differential power. Use of aileron and elevator may also be required to keep the airplane level.

Turns should be performed at slow speed
(2-A-59)

221
Q

WING/EMP (before takeoff checklist)

A

Anti-ice/de-ice: The ACAWS message appears and remains on for 90 seconds during the test. At the end of the test a HEAT FAIL message will occur for any zones not heated and a VERT TAIL BOOST FAIL, if the vert tail boot failed to operate.

If OAT is above 21C (70F) wait 10 minutes before repeating test to prevent overheating the vertical tail.

The test requires four engines in normal ground idle
(2-A-62)

222
Q

MC TOLD above 8,000ft field elevation

A

For altitudes higher than 8,000ft field elevation, MC TOLD data for obstacle clearance or terrain clearance are invalid and should not be used.
(2-A-65)

223
Q

Positive rate of climb

A

An increasing barometric altimeter and a positive vertical velocity can be used to verify a positive rate of climb

The radar altimeter passing 15ft can also be used to verify a positive rate of climb.
(2-A-73)

224
Q

Carbon Brakes - brake creep

A

With brakes full applied and engines at maximum power, forward movement at 4 fps (2.4kts) or less is acceptable. If indicated ground speed is 3kt or greater, abort the takeoff.

One reattempt may be accomplished. The increased heat from the aborted takeoff should increase static braking effectiveness for the subsequent takeoff attempt.

When verification of required static brake performance is desired before takeoff, all engines should be set to reduced power at 3,300HP while hold the brakes at maximum pedal deflection. If the aircraft moves forward at reduced power setting, maintenance action is required prior to flight.

Brake creep may be accounted for by reducing the runway available by 40ft
(2-A-66)

225
Q

Below 15,500 feet with the other engines running normally, when the FADEC detects autofeather criteria for an inboard engine it will:

A

Autofeather after a two-second delay if all other engines are operating normally

226
Q

Above 15,500 feet, if the FADEC detects autofeather criteria it will:

A

Autofeather an outboard propeller without delay

Windmill an inboard propeller at 100% RPM

(1) HC-130J (15 decks)

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