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CG C-130H AC Board > 1 Dash 1 > Flashcards

1 Dash 1 Flashcards

1
Q

Vmcg

A

Minimum airspeed at which the airplane may lose an outboard engine during the take-off ground run and still maintain directional control.

  • # 1 engine inoperative with the propeller windmilling on NTS.
  • Max power on all operating engines.
  • Zero bleed (good also for normal bleed)
  • Flaps 50% w/ 3000 PSI rudder boost.
  • Max available rudder deflection limited by 180lbs pedal force or max rudder surface deflection, whichever occurs 1st.
  • max deviation from runway center line of 30’.
  • maintain wings level.
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2
Q

Vmca1 IN or OUT

A

The minimum speed at which directional or lateral control can be maintained for a given airplane configuration.

  • # 1 engine inoperative with the propeller windmilling on NTS.
  • Max power on all operating engines.
  • Zero bleed (good also for normal bleed)
  • Flaps 50%
  • Max available rudder deflection limited by 180lbs of rudder pedal force or maximum rudder surface deflection, whichever occurs first.
  • 5 degrees of bank angle (away from the inoperative engine).
  • Landing gear down.
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3
Q

Vmca2

A

Minimum speed at which directional or lateral control can be maintained for a given airplane configuration.

  • All bleed off.
  • Max power on both operating engines.
  • # 2 engine inoperative with propeller feathered.
  • # 1 engine inoperative with the propeller windmilling on NTS.
  • Utility hydraulic system inoperative.
  • Max available rudder deflection limited by 180 lbs pedal force or maximum rudder surface deflection, whichever occurs first.
  • Five degrees of bank angle (away from the inoperative engines).
  • Landing gear down.
  • Flaps 50% (3000 PSI rudder boost from the booster hydraulic system only).
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4
Q

Vr

A

Maximum speed to which the airplane can accelerate with engines at takeoff power and then stop within the remainder of the runway available, with 2 engines (symmetrical power) in reverse, one engine in ground idle, one propeller wind-milling, and max anti-skid braking.

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5
Q

Vrot

A

5 kts less than the greater of Vmca1 IN and Vto.

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6
Q

Normal OBS Clear

A

1.2 x power-off stall

Best initial short-term climb speed (best angle) based on initiating “gear up” in 3 seconds and initiating “feather” in 6 seconds after lift-off.

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7
Q

Normal 3 ENG CLIMB

A

Best long-term climb (best rate).

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8
Q

Vto

A

1.1 x power-off stall

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9
Q

When must you compute back of TOLD card? (CFL and Landing Distance)

A

30 deg OAT or more
130K lbs or more
6000’ RA or less
RCR 12 or less

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10
Q

RCR

A

Runway Condition Reading is a value that relates the average braking effectiveness of the particular runway surface to the braking capability of the airplane.
2-No brakes
5-Icy-poor/bill braking
12-wet-medium braking
20-wet, grooved rwy w/ standing water (no glare)
23-dry-good braking

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11
Q

When is new TOLD data required?

A
  • 5K lb or more gross weight change.
  • 1K’ or more pressure altitude change.
  • 5 deg or more OAT change.
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12
Q

When is accel check time required?

A

When Vr less than Vto

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13
Q

When is CO’s permission required for a tactical takeoff?

A

When Vr less than Vrot

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14
Q

Normal takeoff configuration?

A
  • All engines operating at takeoff power.
  • Normal bleed
  • 50% flaps
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15
Q

What parameters does takeoff factor consider?

A
  • Torque
  • Field Pressure Altitude
  • Runway Temperature
  • TIT
  • Engine Efficiency
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16
Q

What speeds are increased by the full GUST increment, not to exceed 10 knots?

A 
Rotation speed
Takeoff speed
Approach speed
Threshold speed
Touchdown speed
17
Q

CFL

A

The greater of the total runway distances required to accelerate on all engines, experience an engine failure, and then to either continue the takeoff or stop.

18
Q

Balanced CFL

A

Distance to accelerate to Vcef, lose an engine, then stop or go. The distance required to continue the takeoff is equal to the distance required to stop.

19
Q

Unbalanced CFL

A

Distance to accelerate to the lesser of Vrot or Vmcg, lose an engine, then stop or go. The distance required to stop the aircraft is greater than the distance required to continue the takeoff.

20
Q

Vcef

A

Based on critical field length. For balanced CFL it is that speed to which the airplane can accelerate, lose an engine, and then either continue the takeoff with the remaining engines or stop in the same total runway distance. When unbalanced CFL is established by Vmcg the critical engine failure speed will be the lower of the rotation speed or Vmcg.

21
Q

What is climb out factor based on?

A

Takeoff factor and airplane gross weight. It represents a sea level, standard day equivalent gross weight.

22
Q

Min flap retraction speed for normal takeoff? Normal flap retraction speed for normal takeoff?

A

Obstacle Clearance Speed.

Takeoff Speed + 20 kts

23
Q

Min flap retraction speed for a max effort takeoff?

A

Max Effort Obstacle clearance speed + 10 kts.

24
Q

Take off distance?

A

Total distance required to accelerate to takeoff speed, lift off, and climb to a 50’ height. It is further defined as the takeoff ground run (distance from brake release to liftoff point) plus the distance from the liftoff point to the 50’ obstacle.

25
Q

Maximum effort takeoff

A

Utilizes maximum takeoff performance obtainable.

  • 50% flaps
  • Engines stabilized at max power prior to brake release.
  • Hard surfaced, paved runway
  • Takeoff speed of 1.2x power on stall speed.
  • OBS clearance speed of 1.3x power on stall speed.
  • Disregarding ground and air minimum control speeds
26
Q

MFLMETO

A

Length of runway which is required to accelerate to decision (refusal) speed, experience an engine failure, and stop or continue acceleration to 1.2x power on stall speed in the remaining runway.

27
Q

Refusal distance

A

The distance required to accelerate to refusal speed from brake release.

28
Q

Normal Landing

A

Assumes:

  • 50’ vertical clearance at runway threshold point.
  • Glideslope of 3 degrees.
  • Flight idle thrust condition on all 4 engines at the threshold.
  • Flap setting of 100% at threshold point.
  • Approach, threshold, and touchdown speed schedules.
  • A full reverse thrust condition on all 4 engines at the taxi attitude.
  • Multi-disc brakes with anti-skid capability at a brake pressure of 2030 psi with brake temps ambient.
  • A 1 second delay/allowance for distance traveled during transition from touchdown to taxi attitude.
  • Max anti-skid braking and full reverse thrust achieved upon reaching taxi attitude.
29
Q

Approach speed

A

Threshold speed for the applicable flap setting plus 10 KIAS.

30
Q

Normal threshold speed

A

1.35 times power off stall speed.

Minimum threshold speed is limited to no lower than 106.5 KIAS because at lower speeds the engines will generate positive thrust and longer landing distances would result.

31
Q

Maximum effort threshold speed

A

1.28 times power off stall speed.

32
Q

Touchdown speed

A

1.2x power off stall speed for each flap setting.

Minimum touchdown speed is limited to no lower than 97 KIAS, because at lower positive speeds positive thrust levels generated by the engines would extend landing distances.

These touchdown speeds are basis for calculation of the ground roll distances.

33
Q

Additional landing field length

A

If there are obstacles located near end of runway multiply 20 x additional obs height above 50’ to find additional landing field length.

Added to landing distance over a 50’ obs but not ground roll.

34
Q

Ground roll

A

Based on 100% flaps and can be used to evaluate normal or max effort landings.

35
Q

Tactical Takeoff

A

May be performed when controlling CFL exceeds rwy available and mission dictates that downloading fuel or cargo is unacceptable.

Non-Assault: takeoff at greater of Vmca1 IN and Vto and use MFLMETO chart. MFLMETO corrected for the greater of Vmca1 IN or Vto to find MFLTTO.

Assault crews may takeoff at Vmca1 IN (if Vmeto < Vmca1 IN) and will use MFLMETO chart. MFLMETO will be corrected for Vmca1 IN to find MFLTTO.

CG C-130H AC Board (1 decks)

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