AC-130 / MC-130 Performance and Handling Flashcards
Absolute Altitude
Distance about the surface (AGL)
True Altitude
Distance above MSL
Indicated Altitude
Altitude reading on altimeter calibrated to proper sea level reference
Pressure Altitude
Altitude reading on altimeter set at standard atmosphere sea level barometric conditions (i.e. 29.92 inches of Hg)
Density Altitude
Pressure altitude corrected for nonstandard temperature
Best measurement of the air mass an aircraft operating in; primary indicator of performance.
For a given altimeter setting, as temperature increases, true altitude _________
increases
For a given altimeter setting, as temperature decreases, true altitude _________
decreases
For a given temperature, as altimeter setting increases, true altitude _________
decreases
For a given temperature, as altimeter setting decreases, true altitude _________
increases
Where do you find cold weather altimeter corrections?
In the FIH
When are cold weather corrections not required?
When using an aircraft’s TRUE ALT function
When should you take altitude calibrations?
Altitude calibrations for any “True Alt” function need to be taken as close as possible to the objective area.
Understand implications of low alt threat reactions. Zero G Bunt
Airspeed does not affect time-to-impact, at 0g you lose 32 ft/sec^2
Faster you fly, the more g you command for a given change in pitch - this could produce visual illusions
Understand implications of low alt threat reactions. Negative g Pushover
Abrupt pushover to negative g condition should be avoided
*Angle of pitch down and negative g condition continues even after yoke direction has been reversed
MFLMETO
Length of runway required to accelerate to decision (refusal) speed, experience an engine failure and stop or continue acceleration to:
- (Legacy) 1.2Vs Power-on / (J) 1.05 Vmu4 in remaining runway
- Does not guarantee Vmca
Refusal Speed Vr
Max SPEED the aircraft can accelerate to on 4 engines and then STOP within the runway available.
- When Computed refusal speed exceeds T/O speed, us T/O as refusal speed
- When computed refusal is less than takeoff, you must do an acceleration time check
Critical Engine Failure Speed
Max SPEED (Vcef) the aircraft can accelerate to on 4 engines, lose 1 engine, and either STOP OR CONTINUE THE TAKEOFF within the charted critical field length.
Ground Min Control Speed
Minimum (Vmcg) speed during the ground run at which you can lose an engine and still maintain directional control.
- Max power on remaining engines, (J) ATCS operating
- Maintain within 30 ft of runway centerline
**Air Minimum Control Speed **
Min Speed (Vmca) to maintain directional control - Function of temp and pressure altitude
- Level flight is a function of power available and GW and whether you can maintain an AoA that supports the weight
- For C-130, yaw control required (rudder authority) establishes Vmca
Air Minimum Control Speed (continued)
As airspeed decreases:
- yaw from asymmetric thrust and (L) wind-milling prop drag increases
- Rolling tendency caused by asymmetric prop slipstream increases-balanced by aerodynamic controls, which become less effective
C-130 has greatest stall warning margin (in terms of percentage of stall speed) at what flap configuration?
50% Flaps
Is landing or takeoff performance more critical?
More important to know if you can depart the airfield
Best rate of climb is?
Maximum altitude GAIN OVER TIME; based on:
- Max continuous power/TIT
- Clean configuration
**Best angle of climb? **
Max altitude GAIN OVER DISTANCE
-If obstacles are a factor immediately after T/O, maintain 50% flap obstacle clearance until clear
