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Touch and Go on C-130H/30R

A revised experience.

Crew Check In.

[My crew responses “Copilot, Engineer, Nav, Loadmaster, Number Two!]


[Glory to Him Who has subjected this to us, and we could never have it (by our efforts). And verily, to Our Lord we indeed are to return! In the Name Of Allah will be its (moving) course and its (resting) anchorage. Surely my Lord is Oft-Forgiving, Most Merciful]

 Crew, this will be a rolling takeoff, 19600 inlb or 1077 degrees Charlie which ever is limiting. Takeoff weight is 122000 lb. Refusal speed 111knots, Take off speed 111knots and call rotate  at 106 knots. Malfunction before refusal, whoever notices will call abort three times, followed by the malfunction system, propeller or engine. I’ll retard the throttle to ground idle and reverse symmetrical engines. For prop malfunction I’ll retard the throttle to flight idle and command feather the No (1/2/3/4) prop. Copilot is to feather the malfunction prop and called feathered on completion. I’ll then retard the throttle to ground idle and reverse symmetrical engines. Flight engineer is to monitor copilot actions. Malfunction after refusal, standard emergency procedure will be carried out. Fuel dump time is not required. Recovery via visual recovery, radar altimeter set to 200 feet. Sector safety altitude ten nautical miles is 4200 feet. Navaids setup, VOR on Batu Arang one and two, ADF on Charlie Echo one and two. Start sequence three four two one. Any question?


December 10, 2006, I reported to C130H-30R squadron for my conversion on the Lockheed Hercules after the premature closure of Airbus A319 VVIP project. My last flying is on PC-7 teaching the course 2005 student at the advance stage. That was in September 2006. Then came the signal directing me to lead the A319 project which I received with mixed emotion. Eventually the project did not materialize in the airforce, and I manage to get myself posted to the Charlie squadron. Transiting from an light trainer to a heavy transport is quite an experience, moreover when my assignment is as an instructor on the C130H. It is a fun only after you have completed your category check and Clear – To – Instruct assessment.


Completing the cockpit checks and Before Starting Engine Checks, now is the time to get the four heavy propellers turning. Copilot will call for “Clear No three engine” followed by loadmaster acknowledging “No 3 Clear” and the flight engineer call “No 3 override”. Subsequently with BismilLah I call “Turning three!”


















With the eye of the hawk flight engineer will monitoring the start sequence— “Rotation, 10 to 16 pressure good 36 psi, fuel flow, ignition, oil pressure, hydraulic pressure, parallel, 60 percent (I release the starter switch, my left hand move to rest on the steering wheel) series, stable start, peak TIT 780, three normal, generator On” Copilot continue with “Clear no 4 engine” and the same cycle repeats again until we get all four engines started and running smoothly.

























Completing the checks and given taxi clearance, I release the park brake and “crew moving forward”. Brake test on emergency systems prove good and copilot will select normal brake system on my command and testing his brake. We will do some reversing inboard and outboard engine during taxi to check for any torque differentials an competing the taxy and before takeoff check with flaps selected at 50 percent it is time for the takeoff. “Mega 02 clear for circuit and landing 1500 feet squawk 2100 Clear for takeoff runway 15 left turn” Smoothly I move the four power lever forward and steer the aircraft with the steering wheel. Flight engineer calling “power set”, Copilot will call “airspeed alive” and at 60 knot, I will call “I have control” move my left hand to the control column and steering centerline with rudder pedals. Copilot will call “80 knots”, I will acknowledge “ check” and at the call of “rotate” at 106 knots and move firmly the control column aft and the aircraft gently pitching up leaving the remaining runway. “Safely airborne gears down for circuit” is my next command followed by “height good speed good flaps fifty for circuit after takeoff touch and go checks!” I retard the throttles to about 15 tq maintain 150 knots and at 800 feet commence a climbing turns into crosswind. Level off at 1500 feet on downside with the runway visually cutting half of the copilot side window for correct spacing. The rhyme is the same with other aircraft—height heading speed spacing HHSS. Tell the tower “Mega 02 downwind for touch and go” . Tower replied easily “Roger Mega 02 call final”.  “Before landing touch and go checks!” [Flap? 50 percent pilot, copilot. Landing gear? Down indicator check pilot, copilot. Hydraulic panel set. Before landing taouch and go check is complete.] “Crew this will be 100 percent flaps approach for touch and go. Approach speed is 127 for 117 knots. On the roll select flaps 50 trim neutral call clear to roll and call rotate at 106 knots, any question crew?” Abeam the threshold copilot will time for 30 seconds. He tells me when the times up—I retard the throttles to about 4 tq, trimmed up and by 45 seconds the speed already dwindling to 140 knots.









Select about 20 to 25 degrees angle of bank, commencing base turn at 700 feet per minutes at 140knots. Still remember the basic? Power control rate of descent, attitude control airspeed—base technique.  Ninety degrees of the runway I will start look out for the runway and adjusting angle of bank for a nice roll out on final at 800 feet. Copilot solemnly call “Mega 02 turning final for touch and go”. Tower acknowledging “Mega 02 wind one three zero six knots  clear touch and go right turn”. I will say out “3 wheels I have, clearance granted, runway is clear, approach is good.” Below one four five flaps hundred. Final checks. At this stage not much power changes and the torque remains at around 4 to 3 Tq.















With close proximity with the runway I started to glimpse for far end and near end of the runway while maintaining the calculated approach speed. Touch down is smooth and off we go again.


Overall the circuit flying is not much different from other aircraft types. The essence is that it teach you precision flying. You have to get the precise speed, the precise height, the correct spacing [track on ground] and correct heading. You need to be able to fly a good climbing and descending turns and good flaring attitude. Only the feeling is that now you are doing a touch and go in a large aircraft  but so what! My posting to the Charlie squadrons also seems to be a touch and go types as well. Flying for about 460 hours on C130H/30R and 15 months later, I was pull out for assignment to study staff college in Dakka. Chained to the ground again. Big sigh.











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