Antonio

Start by calibrating the gauges for 0 readings, static aircraft and no power.

There is no big problem when you operate in Africa with temps up to ISA+20 in hostile areas, not having adequate resources available. Several times the temp. of oil rises above 100ºC and we have to keep going, otherwise we are stuck on the ground.
What magical engines!

Also, propeller malfunction causes that veer. Becare!

On 7/27/2020 at 12:24 AM, Bill Adamson said:

hehe,

You are no doubt referring to the L-382G which is 180 inches longer than ( 100 FWD, 80 AFT) the original C-130's and there are 7 pallet positions on the floor.

As per Lockheed publication SMP 521-4, Section II, page 2-10, Dated 1 JULY 1970 Pallet Position E (5) shows 35,000 lbs. Of interest, the ramp is rated for 6000 lbs., not 5000 lbs. as the shorter ones were. A letter from Lockheed advises there were no structural changes made when the ramp was approved for 1000 lbs more. I speculate that  buying customers wanted the availability of more ramp weight when they got more volume. However, on the C-130H-30's publication TM 382T-5 Section 111 page 3-17, Max weight on the ramp remains 5000 lbs. You can probably confirm this with any C-130H-30 L/M. Maybe it was changed on the C-130J?

Hope this helps,

Bill

 

 

Be careful the interpretation pag. 2-10,  i.a.w. chg 2 (Jun 15, 1999) only 31.0, but again in E position, what the meaning of ?   

On 8/15/2020 at 2:03 PM, DC10FE said:

One of the instructor pilots is a friend of a friend of mine.  It goes back to my Transafrik days.

Don R.

Yes, indeed. Tks Don R.

I’ll let you shortly.

I am seeking FEI for ab-initio trainees, either FE or LM. (e-mail: [email protected])