Hi,
I just went through the CS C130 tutorial. I think it is one of the best tutorials I have ever read for any add-on, period.
Very, very well done!
I have some very small additions - corrections to make, hope you don't mind
1. STARTING ENGINES - The engines are started at LOW SPEED GROUND IDLE (the green buttons below the THROTTLES are selected to the DOWN position) and then up-shifted when the engines are stable. The generators are selected to ON (RESET-ON in the sim) after the engines are up-shifted.
2. TAXI - Do not turn the AUX HYD PUMP off prior to taxi. The AUX PUMP is turned off after take off, when the landing gear is retracted. This happens for a reason - if during the takeoff run we lose the #1 and #2 engines, there will be no UTILITY hydraulic system and therefore no power to the normal brake system. The CP will the have to select EMERGENCY brakes to anable the P to stop the aircraft.
3. TAXI - Before taxi a good practice is to downshift the outboard engines to LOW SPEED GROUND IDLE. Then, downshift the inboard angines as well if you find that the aircraft wants to accelerate with the inboards @ NORMAL GROUND IDLE and a lot of braking is required. Avoid using brakes as much as possible (try to control speed with the engines) and do not brake in turns! (hard braking during a turn will require maintnance action).
4. TAKE OFF - for a normal take off 15 degrees of pitch during rotation is too much. Normal T/O attitude is 5-7 degrees. This will allow for a positive climb and expeditious acceleration past the two engine out minimum control speed, which is a major concern for the captain (loss of two engines below this speed can lead to serious trouble).
5. RADIO (or RADAR
�) altimeter - for CAT I ILS approaches the minimums (the minimum altitude) is ABOVE MEAN SEA LEVEL, not ABOVE GROUND LEVEL. So, DO NOT use the RA to determine the missed approach point for a CAT I ILS approach. Use the barometric altimeter instead (to be a bit more technical, CAT I ILS uses a DA (decision altitude), not a DH (Decision height)). BTW, does anyone know of an operator that has certified the HERC for CAT II-III ILS?
6. APPROACH SEQUENCE - Unless icing conditions are present, the C130 is configured (FLAPS @ 50% and landing gear down) at the INITIAL APPROACH FIX (IAF). This is the "point" where the actual approach is initiated.
There is no need to use any intermediate FLAP settings - as soon as speed is below 183 KIAS, select 50% FLAPS directly. For the vast majority of cases, the HERC has only three FLAP settings - 0%(UP), 50%(HALF) and 100%(FULL). The only reason to select lesser FLAP values is if you are approaching the IAF high and fast and want the FLAPS to help you slow down. In this case, you lower FLAP by increments of 10% for every 10 KIAS below 230 (so, at 220KIAS you can select FLAP 10%, at 210KIAS FLAPS 20% etc, until you reach FLAP 50%). So, to sum it up, plan to have FLAP 50% by 1 minute prior the IAF (that's approx. 3 NM at 180 Kts) and over the IAF select gear down (speed limit is 168 KIAS). FULL FLAP (normal landing config) can be selected "when the landing is assured" - I'll let you determine when this happens
Over the IAF:
1. GEAR down
2. Lights on (TAXI on, Landing lights EXTEND-ON. CAUTION - First extend the lights, then turn them on after a while)
3. AUX HYD PUMP - ON
4. Call for the BEFORE LANDING CHECKLIST
Of course the normal instrument flight actions over the IAF (Turn-Time-Twist-talk) apply.
Well, that's prety much it.
Again, many congrats for the wonderfull job you did with this tutorial. It was something trully missing.
Kind regards
Pages: [1] 
TUTORIAL PUBLISHED!!! (Read 8019 times)
