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THREE-ENGfl~E TAKEOFF CIQ-.445-18
LESSON OBJECTIVES C-130 ATS
05/16/89

OBJECTIVES

1. Select the characteriztics of three—engirie takeoff, given a

list cf possible characteristics.

2. Select the characteristics of performing actual three—engine

takeaff, given a list of possible characteristics.

Page 3
 E
THRRE—ENGINE TAXEOFF CIQ—445—1B
WORZBOOK C-130 ÀTS

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TREEZ-ENGIRE TAKEOFF CIQ-445--18
WORZBOOK C-130 ATS
05/16/8 9

INTRODUCTION It is passible to make an actual three-engine

takeoff in the C-130. In order to accompiish the
maneuver safely, there are a number of rnandatory
considerations that must be strictly adhered to.
The three—engine takeoff decision is not ane to be
taken lightly, since inexperience ar distractian
can lead to lass of aircraft contrai and potential
destruction and lass of life. The success of
three—engine takeoffs in combat will depend on the
skill of the pilats invalved. The three-engine
capability has been successfully exploited in
actual combat situations in Vietnan. However, it
must be reiterated that sarne aircraft were lost
while attexnpting the maneuver. As a copilot iii
peacetime, it is unlikely that you will have the
occasion to experience an actual three—engine
takeaff. But, as a cambat-ready crewrneiuber, you
must be prepared and be familiar with the
procedures invalved.

Page 5
TUREE-ENGINE TAKEOFF
WORXBOOK~_________
CIQ—445—18
C—130 ATS 1
05/16/89
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FIGURE 1

THREE—EUG1NE The sarne types of considerations appiy to briefing

TAXEO E E the responsibility and crew coordiriar~i0n aspects
for a three—engine takeoff as applied for other
critical operations. The responsibilities will
change rather significantly, however, as you 90
into a takeoff mode. The characteri~SticS and
tendencies will remam the sarne for many itenis, un
to the point of ~ontinuiflg the takeoff versus
abcrting the takeoff. You rnust also have MAJCOM
approval prior to conductiflg a three-engifle
takeoff. Figure 1, aliudes to the craining
restrictiOns associated with the three—engifle
takeoff. Youcan see from those restrictions that
the conduct of an actual three—engifle cakeoff is
not to be taken lightly. It requires th.e utrnost ia
crew co-ordination.
THREE-ENGINZ TAEEOFF CIQ-445-18
NORIÇBCOK C-130 ATS
05/16/89

THREE—ENGINE Briefing emergencies for the three—engine takeoff

TAKEOFF is similar to a normal takeoff briefing. Qbvious
(CQNT) emphasis should be placed on the already decreased
margin for error, items directly related to the
engine out situaiton, and thepossible compoúnding
ei fects of another emergency. Because of the
already decreased margin for errar, you should be
even more cautious: a minar systenis problem coupled
with an engine out could mean disaster. Flight
Manual data for the three—engine takeoff is limited
to takeoff ground run and climb—out flight path.
Refusal speeds and critical field length are not
only dii ficult to determine because of vast
dii ferences in pilot capabilities and techniques but
also because situational considerations are so
critical. The Dash 1 and MACR 55-130 give guidance
about approval for the maneuver. Crews must
consider the effects of various emergencies before
they occur. For example, on a hot humid day at high
altitude, the loss of a second engine (even after
liftoff) might demand that the aircraft be allowed
to settle and the takeoff be aborted. It is becter
to run off the runway than to stall the aircraft and
drop a wing into the ground. The Dash ~ Warning
about two—engine operations operations above 120,000
pounds should be carefully considered, along with
gross weight limited by three—engine climb
capability and two—engine service ceiling. As a
technique, the crew might brief the engineer ta have
dump valves positioned for i.mmediate dum~ing should
the pilot make the decision to dump at an earlier
potnt, based onweight and situation. The tollowifru
Dash 1 limitations apply to ali three—engine
operations.

DASH 1
LIMITATIONS a. No passengers

b. No cargo

a. Minimum fuel tequired to reac~ destination with

safe reserves

d. >linirnum crew as determined by the approving

authority

Page 7
TRREE-ENGINE Tmorr CIQ—44518
wnRrËCOK C—130 ÀTS
— 05/16/89

e. Nose wheel steering shaii be operable.

. f. Three—engine perforinance data is computed. and

utilized in accordance with the performance
data manual.
e

PERFORMING Before performing this maneuver, you and your

ACTUAL TREZE crew wiil consult the Dasli 1 for the limitations cri
ENGINE TA3ZCFF actuaithree—engifle takeoff. For the procedure,
you znust ensure that the propeller mi the
inoperative engine is feathered and that the ou
cooierf].ap is ciosed with the switch piaced in the
FIXED position. The throttle of the inoperative
engine is placed in TAXECFF and the normal
pretakeoff procedures contained in Section II are
foilowed.

These procedures wii]. decrease drag. Placing the

Cii Cooler Flap Switch in the FIXED position wilI
•ensure that it does not automatically move to ati
open position and increase the drag. When these
procedures are completed, the Dasn 1 directs
several additional iteius.

We will state these and foilow them with

considerations and techniques fdr the maneuver.

a. The conilbt will maintain winas levei with

• ailèrons durin~ .the takeoff reli.

If the piiot does not start with aileron input

into the wing with the good engines, apply
aileron into the good engines as flight
centrais become effective. Aileron input will
help keep the wings levei and aid in allowing
the good asymmetric engine power te be applied
sooner, thus decreasing the takeoff ground
raid.

b. Adiust the rudder trim te 10 dearees toward the

operatina asvmmetric enaine.

Page 8
TURSE—ENGINE T.AXEOFF CIQ-445-18
_____________ C130 ATS
05/16/89

PERFORMING Adjusting the rudder trim wiil ease the

ACTUAL THREE- required piiot rudder contrai inputs, but yQU
ENGINE TAKEQFF must remember that these effects wiiJ. be
(CQNT) reversed if you have a high- speed aborr..

c. Taxi into takeoff position and hold the

nose steering wheel turned toward the ooerating
asymmetric engine te remove anv slack Eram the
steering mechanism and prevent castering.

Prior te taking the active, rebrief the

relatienship between throttie position and
actual enginetorque. Awareness of this tact
wíli greatly aid the piiot in developing his
thrcttle technique. Always position the
aircraft te have the maximum runway available.
Use of the overrun might be justified in an
actual situation.

d. If 19,600 inch—pounds of torcue cannot be

attained, dose ali engine bieed valves.

In generai, you wiii want aJ.i availabie pewer.

Accomplish this maximum power check by
advancing the remaining symmetricaiiy paired
engines te max power. A good technique is to
advance the inoperative throttle co the fuli
power 2osition. This serves to get it out of
the pilot’s way. Advance the operative
asymmetric engine te the point at w’nich instanc
power wiil result by further throttle increase
(throttie curve demo). Do not run up three
engines te max power simultaneousiy because
the availabie thrust may be sufficient te
skid locked wheels.

e. Advance the threttle for ali oneratinci enaines

te a minimum of 8,000 inch-oounds of toroue and
retard the throttie for the asyminetric
operatina enqine te FLIGHT IDLE te ensure
oneration oE the iow oitch stoo. For a
simuiated three—engine takeoff, you should also
advance the simiiiated inoperative engine te
ensure operation of its low-picch stop.

Page 9
 c1Q—445—18
TREZE-ENGINE TA~EOFF C-130 ATS
WOREBOOK 05/16/89 (

(~

FIGURE 2

PERFORMING f. MvaflCe the throttles for

ACTUAL T!IREE to maximuifi tjower, then release the brakes and
increase r° r~he~h9r00t~0~
ENGINE ~~~ÇEOFF
(CCNT)
Applicable controiS are the asyniinetric engine
throttle, r-udder, ailerofl, and nose wheei
steeriflg. Thë. obiective is to accoTuplish th.e
takeoff by ~nte11igeflt use cE runway available
while ~ajntaifliflg runwaY centerlifle.
(Judicicus use cE the runWaY available may
involve keePing the aircttft on the deck until
above takeof E speed if obstacles are not a
TURSE—ENQINE T.AXEOFF CIQ-445-18
WOPflOQK C-130 ATS
05/16/89

PERFCRMING factor.) Ground reli will normaily be 2,500 te

ACTUAL THREE- 3,500 feet, depending on conditions and gross
ENGINE TAKECFF weight. The takeoff shouid begin with symmetrjc
(CCNT) engines at maximum power, the asyrnxnetricai
engine at ar just above flight idie (usuaiiy 2
te 3 knob widths above flight idie) and rudder
and aileron as desired. Push up the asymrnetric
throttle until just prior te the large torque
increase (usually 2 te 3 knob widths). The
pilot may em~1oy fuli rudder on the side ai the
good engines and half or neutral rudder frem the
moment af brake release. Each has its merjts.
During the initial phase of the takeoff greund
reli, the aircraft~should reli in a straight
path since the power configuration is nearly
syutmetrical. The rudder doesn’t beceme
effective until 35—50 TUAS, se the asyinmetricai
throttle should not be added until that point.
The throttle can then be added as rudder
effectiveness increases until fuli pawec is
reached or as rnuch power as fuli rudder
defiection will allow. It is important te Itave
fuil power or near fuli power by takeoff. But.
remember that directional centrei is
ali—important. Fuil asyrnmetric power prior te
minimum centrei speed is not desired. Mie
Flight Manual stresses centerline c:ntrcl
through use ei aerodvnainic flight centrois as
epposed te thrcttle movement.

The use ofnase wheel steering is excreineiy

•important. Improper use ei aerodynamic
controis, throttles, and nese wheei steering can
cause central problems as the takeoff
progresses. The aircraft may veer drasticaliy
upon release ci nose wheel sceerina in~ut ii
fiight contreis are not used to counueract the
asymmetric power and ii nose wheei steering
inputs are lcst. A suggested technique is te
come completely off nose wheel~ steerina as soon
as directional.control can be maintained through
coordinated use ei aileron, rudder, and the
asymmetrical engine throttle.

Page li
 [
[
TUREE—ZNGINZ TAZEOFF CIQ—445-18
WORKBOOK C-130 ATS
05/16/89

PERFORMING ACTUAL Do not use the nose wheel steering balU A

THREE—ENGINE technique is te have the pilot in the left seat
TA.KEOFF state when he has completely relinquished.nase
(CQNT) wheel steering se that the entire crew will be
alerted.

Discussiofl of the fallowing three-engine T.O.

exainpie will clarify these points for you. With
number one engine inoperative, let’s assume the
pilot has fuli right rudder applied. If the
nose begins te swing te the right, power must be
advanced en number four engine te counteract
that tendency dr the amount of rudder applied
must be reduced. 1! the pilot, continuing to
hold fuli. rudder,. is slow te anticipate the nase
movement and the nose has passed left te right
through the runway centerline, a larga throtti.e
advancemeflt will be required. Since there is a
momentarY delay in directioflal response te pawer
appiicatiøfls7 the pilot might make a second
[
power appliçatiOn before the effect ofi the first
applicatiofl is felt. This causes too inuch power
to be applied cri number four, and the nose
swings back through centerline from right LO
left. Power on number four rnust be retarded,
directional contrai becomes erratic, and the
operation becomes hazardous. Gradual throttie
movements with eariy anticipation of directionai
trends are imperative te actaining proficiency
ia this maneuver. Remember that anything iess
than fuli Llight contrai applicatiarl with an
outboard engine inoperati’?e increases graund
reli because it will take longer te apply power
[
te the operating outboard engine. Additioflaliy,
cresswinds wili affect the capability te achieve
maximum power by liftoff. It is good technique
te piace the inoperative angina downwind if
conditions permit. If this is done, the
aiierons will be deflected in.to the wind and
preset in the carrect direction te achieve yaur
5—degree bank inte the good anginas. Also by
having the shut .down angina downwind, the
asymmetriC thrust will be countered by the
tendency of the aircraft te weathervane into the
wind, thus creating greater directionai.
stability. The imoortance of aircraft centrei
after takeoff cannot be over—st2essed.

Paga 12

1•
THREE-ENGINE TAZEOFE CIQ-445..-1$
wppnoox 05/16/89
- C-130 ATS

PERFORMING g. After attaininp (VMCA) soeed, the ooeratirzp

ACTUAL THREE- asymrnetric engine mav be advanced to the sarne
ENGINE TAXEOFF torque settina as the svmmetrical enaines.
(CONT)
As the copilot, you should consider the VMCA
speeds. The VMCA speeds used are the strictest
interpretation of VMCA —— i.e., alnost a “worst
case.” Your actual VMCA speeds depend upon the
engine, prop, and a host of other factors; and
they will be lower than VMCA. Charted VMCA,
however, assumes precise and smooth control
inputs which xnost pilots will probably not be
able to match without some practice. As with
aIl maneuvers on the edge of the envelope,
precisiôn and smoothness becoine major factors.
An okrerly aggressive use of the asyntrtetric
throttle may actually increase ground roll if it
makes the aircraft’s ground path erratic and
causes skidding and excessive ccntrol
manipulation.

h. As soon as airborne, maintain headina usina 5

decrees bank awav from the inocerative enaine
and awplv rudder as reqtired.

We will discuss this in Step j.

i. When safelv airborne and certain that the
aircraft will not touch down acain, raise cear
while accelerating to flan retraction soeed.

WARNING

It is important to obtain two engine

minimum control speed as soon as
possible af ter takeoff and prior to
positioning the flap lever to less
than 15 percent.

If obstacles are a factor, then

cliinb at obstacle clearance speed
until clear of the tbstacle.

1. After cear retraction. raise the flaos as air

speed and altitude oermits.

Page 13 REV 1 11/30/89

THPLEE—ENGINE TAnOF? CIQ—445—~8
WQPYBCOK C-130 ATS
05/16/89

NOTE -

At low airspeeds, raise flaps lii 10

percent increments with airspeed
increasiflg approxiuiatelY 5 knots
between retraction incremeflts.

Page 13A REV 1 11/30/89

TEEZE—ENGINE T.AIEOFP CIQ-445—18
WORKBOOK C-130 ATS
05/16/89

PER.FORMING As the aircraft iii ts cii, a 5-degree bank away

ACTUAL THREE- from the inoperative engifle wiii assist ia
ENGINE TMEQFF djrectionai centrei. When the piiot is
(CONT) that the aircraft wiii not settie back te the
grvund, the landing gear is. retracted. The
sooner the gear can be raised, the seoner
two-engine out mini~um centrei speed can be
reached. At icw airspeeds, fiaps shouid be
raised ia 10—percent increments with a 5-knot
increase ia airspeed between them. The fiaps
shouid not be raised above 15 pextent until
two-engine minimun centrei speed is reached.
Acceleratien is then continued te three—engine
ciimb speed. There is rninirnai excess pewer
availabie during three—engifle takeof is,
especiaiJ.y when the aircraft is heavy. ciimb
and acceleratien are very slow ai ter iifteff.
We have already discusSed precise centrei and
smooth inputs. It is at this peint that they
are inost criticai. Precise airspeed centrei
wilJ. aiiow the aircraft te ciirnb at the best
possibie rate/angie, whiJ.e stili ailowing a
margin of errar above staii ii obstacie
ciearance is a factor.
k. Continue acceleration te three-enaine clirnb
speed but not less than two-enpine VMCA.
The sarne- cànsideraticfls wiil appiy here as
applied af.tçr takeoff. Smcoth centrei inputs
are stiil essentia.1, but aircraft centrei wiii
beccxne e-asier as airspeed increases.
1. Reduce te climb power and continue cliinb te
cruise aititude.
As airspeed increases and pcwer is decreased,
you wiii be abie te decrea5e your bank and
rudder inputs. Remember that with asymmetric
thrust, the bali wiil not be centered fer
coordinated fli4ht, but wiii be siightiy offset
toward the geod ángines.

Page 14 REV 1 11/30/89

TURSE-ENGINE TAKEOFF CIQ-445-18
?RACTICE OUIZ C-130 ATS
05/16/89

1. Which of the following is true concerning a three—engine

takeoff?
a Always employ fuil rudder tcwards the engine out wing.

b. Never employ rudder until asyinntetrical power is added.

c. There are several techniques, each with cwn merits.

d. Always use the techuique you are most familiar with.

2. Which of the following is true concerning performing an

actual three—engine takeoff lix combat?

a. Copilots inust have 400 hours.

b. Must be day VFR

c. Success will depend on pilot skills.

d. Must have 7,000 feet of runway

3. During a three—engine takeoff, which of the following is a

Dashl limitation?

a. Nose wheel steéring shall be operable.

b. Minimuxu cargo

e. Passengers limited

d. Maxiiuum fuel required to reach destination

Page 15

i
 THREE—ENGINZ TMEOFF CIQ-445-18
PRACTICE CUIZ FEEDBACX c—130 ATS
05/16/89

1. Which of the following is true concernixig a three—engine

r takeoff?
a. Always employ fuj.1 rudder towards the engine out wing.

[ b.
c.
Never employ rudder until asymmetrical power is
There are several technigues, each with its own merits.

[ d. Always use the technique you are most familiar with.

r 2. Which of the following is true concerning performing ari actual

[ three—engine takeoff in coinbat?

r a. Copilots must have 400

L b. Must be day VER

c. Successwill depend on pilot ski1ls~

d. Must have 7,000 feet of runway

E 3. During a three-engine takeoff, which of the following is a

Dash 1 limitation?

[ a. Nose wheel steerinp shall be

b. Minimum cargo
L c. Passengers limited

[ d. Maximum fuel required to reach

Page 16
T1mÉz~.ENGnm TAKEOFY CIQ-445-18
LESSON puiz - C130 ~TS
05/16/89

1. If 19,600 inch—poufldS of torque cannot be reached on the

•opetatiflg engines, what action is required?
a. dose ali engine bleed vaives.
b. dose one and four engine bleed valves.
a. Go te mechanical on ali operatiflg engines.
d. Place TU SystelU te nuli.

2. By advancing the throtties of the gco4 engines te above 8,000

inch-pounds and then retarding them back te flight idie, you
[
ensure which of the followiflg?
a. The bleed valves are open.
b The pitch lock is operating. [
c. The feather latches. are engaged.
d. The low—pitch stop is operating.

3. It is irnportant te obtain two—engine ~jnimUm centrol speed

prior te which of the followirig actionS7

a. Dpeiiing the engine bleed valves

b. Raising flaps te less than 15 percent

c. Retarding thrcttles below 800 degrees

d. performing the bleed air check

4. When making a three—engifle takeoff, aíter gear retraction and at

low airspeeds, you should retract the flaps in the following
increiuefltS [
a. 5 percent.

b. 10 percent.

c. 15 percent.

d. 20 percent.

Page 17 REV 1 11/30/89

 THREE—ENGINE TAZEOFF CIQ-445-18
LESSON OUIZ C-130 À?!
- 05/16/89

5. Which of the following is a Dash 1 limitation during a

ttzree—engine takeot f?

a. ?assengers allowed

r b. 1{inimum cargo
L c. Mininum fuel required to reach destination with safe
r
L d.
reserVes
Botl-z Utility and Boost Hydraulic Systeins must be on
une.

E
E
E
E
E
E
E
[
E
E
E
Page 18
 1

TBREE-ENGINE TAXEOFF CIQ—443-18

LESSON QUIZ FEEDBACK C-130 ATS
05/16/89

1. If 19,600 inch-poundS aí torque cannot be reached on the

•operating engines, what action is required?

a. Ciose ali enaine bleed vaiyga.

b. dose one and four engine bieed valves.

a. co to mechanical an au operatiflg engines.

d. Place TD System to nuli.

2. By advancing the throttles aí the good engines to above 8,000

inch-pounds and then retarding them back to flight idle, you
ensure which aí the íoulowing?

a. The bleed valves are open.

b The pitch lock is aperatiflg.

c. The feather latches, are engaged.

d. mhe low—oitch stoo is ooeratinq.

3. It is irnpartant ta obtain two_engifle miniiuum contrai speed

• prior to which of the foilowing actions?

a. Opening the engine bleed valves

b. Paisino flans to less than 15 1Derc~fl~

c. Retarding throttles below 800 degrees

d. performing the bleed air check

4. When making a three-engifle takeoíf, aiter cear retraction and at

low airspeed, you should retract the íiaps in the following
increrfleflts

a. 5 percent.

b. 10 oercent.

c. 15 percent.

d. 20 perceflt.

REV 1 11/30/89 E
TRR2Z—ENGINE ‘rmon C1Q44348
LESSON QUIZ FEED9A~X 05/16/89 C.130 àTS

5. Which of the followiflg is a Dash 1 limitation during a

three—engifle takeoff?

a. passengers allcwed
b. Minimum cargo
c. Minimum fuel recuired to reach destinaticfl with safe
reserves.

d.. Both Utilitv and Boost HvdrauliC Svstems must be on

une.

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TRREE—ENGIUE TAXEQFF CIQ-445-18

LESSON OUIZ FEEDBACX C-130 ATS
05/15/89

Lesson/Sealfleflt Test Questions

CIQ—445—]-BA 5

CIQ—445—18B 1,2,3,4

7aae 21