iaf_c-130j

8/4/2019 IAF_C-130J

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F r o m T h e C o c k p i t

At Lockheed Martin Aeronautics

Company in Marietta, Ga.,where we build the C-130J Super

Hercules, we hear from our customerpilots and loadmasters that the C-130J is apleasure to operate in the most demanding

of missions. As the company chief testpilot for airlift programmes, I certainlyagree with them.

Recently, we had the opportunity

to showcase the C-130J at the 2010

Farnborough Air Show. A detailed look atthe planning and execution of this year’sshow routine offers a chance to understandwhy we, the aircrew, enjoy making this

airplane perform. While an air showdemonstration and an actual mission differin a number of ways, the C-130J’s uniquecapabilities are common to the success

of both. The air show routine offers theperfect showcase for the aircraft’s powerand agility, and a view from the pilot’s seat

Tactical Relevance of the Super Herculesreveals the situational awareness which

allows safe manoeuvers close the crowdand the ground.

As an over-powered straight-wingturboprop, the C-130J can perform very

tight turns with excess power to climb.

At air show weights, we approach 900-foot radius turns with turn rates over15 degree per second. This radius isexceptional for any airplane including

Joining the Super Hercules family: the IAF’s rst C-130J on the ight line at Marietta, Georgia.

IAF C-130J.

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a ghter and the turn rate is competitive

as well. At this corning speed condition,it is very unusual to have excess powerto climb. Combine this exceptionalmanoeuvering performance with the

situational awareness provided by state-of-the-art head-up and head-down ight

display technology and a unique air showroutine can be created!The head-down navigation display

with GPS accuracy is standard onmodern aircraft, but the C-130J has afew important details included. The largehead-down display scale can be set to a

1.5 nautical mile radius, at which settingthe pilot can accurately y the airplane

symbol around a 900-foot displayedcircle. Also, a course prediction arc forone minute of future travel is displayed

in front of the airplane symbol. The

combination of these two details allowsthe pilot to y a very dynamic routine

precisely on a desired course over the

ground. The curved path predictoris used to connect the turns with thestraight paths dened by a ight plan.

During each high-bank turn, g force isadjusted at constant bank angle to make

the predictive arc tangent to the nextstraight line on the head-down display.The pilot then rolls out precisely as the

ight plan line rotates to align with the

airplane symbol. On each straight line

segment, the transition point to begin thenext manoeuver is dened as a waypoint

on the ight plan. The spectator sees

the airplane rapidly roll to a high-bank

and then stay at a constant bank until asingle motion rapid rollout exactly oncourse. The ghter airplanes using the

excellent outside reference providedby a bubble canopy cannot achieve the

accuracy over the ground possible withthe C-130J head-down display.

With the large head-up display,each pitch and roll manoeuvers can

be executed repeatedly, includingmanoeuvers going up steeply or comingdown steeply combined with high-bankturns. The detail in the head-up displayallows parameters to be easily set with

accuracy, including pitch to one degree;roll to two degrees; airspeed to withintwo knots of stall warning, regardless of

the conguration; sideslip to within two

degrees of the sideslip alert; and verticalacceleration to .01 g.

The platypus-type nose housing the weather radar.

The rst IAF C-130J at the nal assembly-line.

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In-ight refueling probe being prepared

for installation.

The rst C-130J for India ran its engines for the rst time on 21 September and

the aircraft is being prepared for its maiden ight early in October. The aircraft’s

distinctive air-to-air refueling probe can be seen over the left side of the cockpit.

Each manoeuvre is developed in the

simulator and test own with an altitude

cushion. This precisely defines thethree dimensional path and energy statethroughout the manoeuvre. Then a series

of these manoeuvers can be adjustedand linked together with the predictable

end of one manoeuver (known airspeed,heading, altitude, pitch, angle of bank andpower setting) becoming the repeatable

entry conditions to begin the next. Theresult is a very predictable show prole in

three dimensions and time which can beeffectively adjusted real-time for winds.

Once the show is dened, the simulator

is used to develop and test an escapemanoeuver for all conceivable failures,including the worst-case scenarios of engine failures at steep angles of bank.

The complete show is then own at an

airfield ‘NOTAMed’ by the FAA forair show practice. The rst routines are

conducted with an altitude buffer and

then the altitude is stepped down onsubsequent routines. Before the openingday, the ight display can be conducted

with condence and safety margins at

the air show altitude limits (typically to

500 feet above ground level or AGL) andclose to the crowd line (routinely within100 feet of the display line limit).

We spend a lot of time consideringhow to minimise strain on the airplane during this show. If we

were not so diligent this type of show could lead to frequentminor overstresses, airspeed exceedances and accelerated aircraftlife usage. We choose the best loading condition to minimisestress including zero cargo, no loose equipment, and a low fuel

load maintained in primary fuel management. We are careful toplan and practice each manoeuver with margins set back fromthe limits in g, speed, and altitude. We also are careful to wemake very smooth pitch inputs when at the higher speeds, and wealways execute high g and high roll rates separately. Although it

might not be obvious, this planning results in maintaining largemargins away from any overstress or exceedance conditions.Besides, the details of every manoeuver is recorded by theairplane systems and is analysed after the show, the same way

aircrews and maintainers can analyse their C-130Js after trainingand mission ights.

I have had the pleasure of ying the Super Hercules at a

number of air shows and am always amazed by the reactionsof the audience. People don’t imagine a cargo plane being so

nimble in the skies. We achieve an air show routine withinthe same airspace dimensions of a modern ghter’s routine.

It is theoretically possible because of the C-130J shape andthrust. It is comfortable and safe for the pilot to achieve

because the displays provide an unprecedented level of detailed information. I have been ying the C-130J since its

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very early days, but on each ight, am

reminded why this airplane is so well-liked. It’s built on a proven platform thathas been ne-tuned over the course of

55 years, gaining strength and enhancing

capability with every variant. This planeliterally communicates with the aircrew,providing the necessary information toconduct the most effective missions. Itsintegration of cutting-edge technology

translates to faster training times forcrews, getting them out of the classroomand into skies with the knowledge andskills to excel. It allows a young, threeperson aircrew to safely move more

cargo and complete more missions forits military customers in one day thanthought possible in the past.

Reliable. Advanced. Flexible.Manoeuverable. Safe. These are justsome adjectives to describe the C-130JSuper Hercules. And, some of the reasonsI am proud to be a part of the C-130Jcommunity!

Wayne RobertsChief Test Pilot Airlift Programmes,

Lockheed Martin Aeronautics Company

in Marietta, Ga., and a Lockheed Martin

Fellow.

Nearly there! With engines installed, C-130Js in the fnal assembly line.

Its tail number identies the third Super Hercules of the IAF.

iaf_c-130j

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