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CHANGE HISTORY PAGE -r

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COURSE: CIQ
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:LESs0N: 444 UNIT: 16.

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1TITLE: EMERGENCY PROCEDURES
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IDATES OF ORIGINAL ISSUE AND REVISED PAGES ARE:

~ORIGINAL.. .0.. .05/16/89 REVISION. . .6...

~REVISION. ..1...ii/2;/89 REVISION...7... —

DR *1826

IREVISIQN. . .2... REVISION. . .8...

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WORKBOOK

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 EMERGENCY PROCEDURES
CIQ—444—16

REFERENCES: T.O 1C—130B—1, Fljght Manual

34 TATG C-130, Confidence Maneuver Instructor Guide

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EMERGENCY PROCEDURES CIQ—444-16
LESSOM OBJECTIVES C-.130 ATS
05/16/8 9

OBJECTIVES

1. select the characteristics of performing bailout, giveri a list

of possible characteristics.

2. Select the characteristics of possible cargo emergencies,

given a list of possible characteristics.

3. Select the characteristics of cargo jettisoning, given a list

of possible characteristics.

4. Select the characteristics of ditching, given a list of

possible characteristics.

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05/16/89 -

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 EMERGENCY PROCEDURES CIQ-444-16
WORXBOOK C-130 M’s
05/16/89

INTRODUCTION This lesson will discuss emerger~cy procedures. It

will. cover the miscellaneous (though no less
ímportant) emergency procedures of bailout, cargo
emergencies, and ditching. Even though these
procedures may be called abnormal or miscellaneous,
they are very important.

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WORKBOOK C-130 ATS
05/16/89

PERFORMING There are very few documented cases of planned

BAILOUT
•
bailouts in the history of the C—130’s. The
aircraft has proven so reliable that bailout is
very hard to imagine in other than combat
{
-~

• situations. Since a part oE our tactical mission

is paratrooper situation, it would be a very safe
process to abandon the aircraft via parachute. The
specific procedures for bailout are contained in
the Dash 1, Section Three. . -

The order of preference for bailout. exits are the

aft cargb door and ramp, paratroop doors, and the
crew entrance door. CSee Figure 1) {
The bailout procedure is as follows:

a. Give biilout warning over the public address

system, interphone, and three short rings on the
E
alarm beil. Use the paratroop jump lights if
troops are on board and have been briefed. [
-

b. Reduce airspeed if possible.

c. With passengers ahoard, descend to an altitude

a which the use of oxygen is not required, if
possible. [
d. Depressurize the aircraft.

e. Place the Air Conditioning Master Switch in

the AUX VENT position. •
[-

f. If possible, head the airrrafe. towards an

isolated area and engage the autopilot. -

g. Open the cargo door and ramp.

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EMERGENCY PROCEDURZS CIQ—444—16
WORKBQOK c-130 ATS
O 5/16/89

EMERGENCY EXITS AIR AND GROUND

AIREXIT
1 WARNING
WITH SMOKE AND/OR FUMES PRESENT THERE MAY SE
INSUFFICIENT TIME OF IJSEFUL CONSCIOUSNESS TO
ATTEMPT EGRESS FROM MORE THAN ONE EXTT.

EXIT)

‘CREW ENTRANCE ODOR

FIGUREI

Page 7
EMERGENCY PROCEDURES CIQ-444-~16
WOREBOOK
05/16/89
C-130 ATS
(
PERFORMING CAUTION
BAILOUT
(CONT) Lowering the ramp above 150 knots
may cause severe buffering. lE
airspeed cannot be reduced to 150
knots, open only the aft cargo door.

h. If unable to open cargo door, open the air

deflectors and paratroop doors.

i. Give abandon aircraft signal over the public

address system, interphone, and by one long ring on
the a].arm beil. {
j. Evacuate the aircraft.

When time and aircraft control or cargo load do not

perrnit crew use of the paratroop doors or the
[
cargo door and ramp, proceed as follows:

cL ,k’. Give bailout warning over the public address

system, interphone, and by three short rings on the
alarin beli.

) Jettison the crew entrance door by pulling the

emergency release handie just forward of the
forward escape hatch release.

NOTE

It may not be possible to jettison

thecrew entrance door at a pressure -

differential greater than 3.1 inches

of ~mercury due to the load on the
door hinge
mechanism.
and the latching
[
Reduce airspeed if possible.

Bailout from the crew entrance door

[
is not recommended at airspeeds
above 150 knots or with the landing
gear extended.

-___________

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ENERGENCY PROCEDURES CIQ-444--16
WORKBOOK C-130 ATS
05/16/89

PERFORMING
BAILOUT
4
L
r/. Give abandon airplane signal over the public
~ddress system, interphone, and by ene long ring on
(CONT) the alarm beil.

£ ~ Baji out
~guatting of the atcrew
pesitien the entrance doer head
rear. Push from first
a
outward and downward, using the rear ecige of the
doer frame for leverage. Do not attempt to exit
feet first ar in a spread position.

BAILOUT When considering the various unfavorable factors

OVER WATER involved with an overwater bailout, your decision
te recommend it is limited te several specific
instances; for example, when visual contact is
made with land or adequate surface help, when wind
and sea conditians preclude ditching, or when fire
or loss of central make ditching impossible.

If a bailout ever water is required, the norwal

bailout procedures will apply, with the following
additional precedures:

a. Give speken warning over the public address

system and interphone and give three•short rings of
the alarm beli.

b. Turn 1FF te EMERGENCY. The copilot should send

distress signals and pesition reparts as directed
by the pilot.

c. If time permits (approximately 1 extra minute

is required), put on expesure suits over flight
clothing. (Exposure suits are carried on special
miss tons.

d. Don life jackets and parachutes, making cerLain

the individual life raft pack is secured te the
parachute harness. Personnel should check the
equipment of each ether for cornpleteness and proper
adjustment.

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ENERGENCY PROCEDURES CIQ-444.l6
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WOREBOOK
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C-130 ATS
ç
BAILOUT WARNING E
OVER WATER
(CONT) Do not atternpt to inflate the lHe
jacket prior to bailing out as it -

may be damaged in egress from the

airplane as well as hinder the
wearer in his exit.

e. Reduce airspeed as much as possible without

losing contrai.

f. Trim the aircraft to approximately levei

flight. [
g. Open cargo door and raiup ar applicable bailout
exit. { -

h. If a ship is in the vicinity, inake a run so

that personnei, on bailing out, will drift onto the
course and just ahead of the ship.

i. Give bailout arder over the public address -~

system and interphone and one long ring af the

aiarm beli.

E
COMMON SENSE There can never be one standard procedure in flying -

aircraft for every emergency. It should be obvious

that the bailout procedures must be applied to the
situatjon at hand. The aircraft commander rnust
appiy judgrnent and conirnor sense to the solution ofi
a problem, prior to making the decision concerning
{
bailout.

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ENERGEZICY PROCEDURES CIQ-444-16
PRACTICE QUIZ C-130 ATS
05/16/89

1. •The arder of preference for bailout exits is?

a. Aí t cargo door/ramp, paratroop doors, and crew entrance

door

b. Paratroop doors, crew entrance door, and aft carga

door/ramp

c. Crew entrance doors, aft cargo door/ramp, and paratroop

doors

d. Aft cargo door/ramp, crew entrance door, and paratroop

doors

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EMERGENCY PROCEDURES CIQ-444-.16
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PRACTICE OUIZ FEEDBACK
05/16/89
C-130 ATS
(
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1. The order of preference for bailout exits is?
E
a. Aft carpo door/rajnp, paratroop doors, and crew entraiice
door
E
b. Paratroop doors, crew entrance door, and aft cargo
door/ramp
E
c. Crew entrance doors, aft cargo door/ramp, and paratroop
doors
{
d. Aft cargo door/ramp, crew entrance door, and paratroop
doors -.

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05 / 16 / 89

POSS IBLE There can be many situations that might arise iii
tE
CARGO the area of cargo compartment emergencies. These
ENERGENCIES can include loose platforms or cargo, fuel ar
chemical leakage, smoke ar fumes emanating from
cargo, ar actual cargo fire. The loadmaster is
E
especially trained to cope with each and every
possibility. However, some situations must depend
on the total crew interaction and response to an
E
emergency. You have already been expased to
aircrew coordination training (ACT) and should
be aware of the requirement to work as a team.
E
LOOSE A loose pallet or rolling stock (vehicle) can occur
PALL ET at any time. The loading team and loadmaster do
everything they can to ensure that the cargo is
properly loaded and restrained. Despite their
E
training and attention to detail, cargo can
sometimes shift ar become loose. Here agem, the
fundamentais of crew coordination are critical.
The loadmaster will advise the crew of loose cargo
and request assistance as required.

ON TAKEOFF Takeoff is, perhaps, the worst place for a

cargo—related emergency to occur. In this
E
situation the crew is ltkely engrossed in the
mechanics of transitioning froni the ground
environment to the airborne erivironment. The pilot
E
must maintain aircraft control and adjust his
actions to cornpensate for rapid center of gravity
changes that may have resulted from the shift of
cargo. The loadmaster must atternpt to resolve the
E
problem or at ieast contam it. In the worst case,
he must quickly assess any damage caused by the
cargo shift and advise the pilot oE the situation.
E
The loadmaster may ar may not receive immediate
assistance from otber crewmembers, depending on the
time and situation. Since it is impossible to E
consider every possible cargo emergency, the crew
must apply sound judgment and common sense to
resoiving specific emergencies. E

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EMERGEZ’1CY PROCEDURES CIQ-444-16
WORKBOOK c-130 ATS
05/16/89

IN—FLIGI-IT In—flight cargo emergencies can be just as serious

as those that occur during takeoff. In-flight
situations usually allow for a somewhat less
stressful atmosphere. There is more time to ~eact
to the problem and the loadniaster can expect
assistance from other crewmembers as he atternpts
to solve the problem.

CARGO F1RE Perhaps the worst situation that can occur in a

cargo aircraft is a cargo fire. MAC takes every
precaution to preclude the transportatiori of cargo
that is excessively hazardous. There are entire
manuais specifying what can and cannot be carried
on our aircraft. Despite these precautions, there
have been and wiil be cargo f ires. In such cases,
the loadmaster will again be the focal poiaL for
the aircrew coordination .that is required to soive
these probiems. The aircraft commander will direct
the specific action based on the situation as
reported to him by the loadmaster. Me will direct
smoke and fume procedures and assign other
crewmembers to assist the ioadniaster. Again, there
is not one specific procedure or answer for every
possible situation.

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EMERGENCY PRCCEDURES CIQ—444—16
WORKBOOK - C-13Q ATS
05/16/89

CARGO HEIGHT JETTISON LIMIT

) CAUTION
I~.Ii1
MAXIMUM ALLOWASLI CARGO HEICZHT Ai VARIOUS
PALLETIPtATFORMSTATIONS IS IASEQON:
ir isR!COMMENDED TNAT PALLETS WEIGH
ING tEM THAN 2.300 POUNOS NOT SE A. A lo.OEGREE NOSE UP AltITUDE.
JETTISONEO. THERE IS A POSSISILITY 1. A MAXIMUM VERTICAL CG HEIGHT OF THE
THAT UGHTWEIGHT PALUTS COULO STRIXE LDAO OF $5 INCNES FROM TIIE IOTTOM OF THE
THEAIRPLANE OUETOTHEIR LJGHTWEIGNT
ANO LARGE SURPACE ARLÁ.
PALLETIPtATPORM.
~C. DISTAHCS FROM LOAD CENTER OF GRAVITV.
FEET IS L4EASIJREO FROM TI4E FORWARO ENO
OF TIIE PALUTIPLATFORM AS LOADEO CM THE
AIR PLANE.
E
O. MAXIMUM ALLOWASLE CARGO I4EICHT.INCHES
IS MEASUREO FROM lHE TOP PLANE OF THE
ROLLERS.
E
____

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_____________________________ ii II~ !~i~iji~~ _____________________________________

12 Ia 5 5

CISTANCE •ROM LOAO CfNIE~ OF ÇRAVITY -

4

flU
2 O
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FIGURE 2 E
CARGO
JETTISONING
Jettisoning can be dangerous, due te Lhe possible
loss of aircraft control ar structural damage. The
E
aircraft comrnander rnust carefully consider the
eniergericy situatioTi, operatiorial cons ideration1
availability of suitable drop areas, and whether
E
jettison is necessary.

Depressurizatiori will be required prior te jettison

E
operations, and tlie crewrnenibers rnust use oxygen or
the aircraft rnust descend te an altitude below
10,000 feet. Cargo should be jettisoned out the
ramp and aft cargo doar opening. The rainp and aft
E
cargo doer should be in the AIRDROP position.

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WORKBOOK C—130 ATS
05/16/89

JETTISON BY Relatively lightweight cargo should be jettisoned

HAND by hand. The aft ramp and cargo door will be used
for cargo jettisoning. Use the paratroop door if
. ramp and cargo doors cannot be opened. -

JETTISONING Cargo palletized on logistics pallets or platforms

PALLETIZED supported by rollers (not rigged for airdrop) may
CARGO ON be jettisoned if the limitations in Figure 2 are
ROLLERS observed and the cargo jettison TECHZ4IQUE in the
Dash 1 is used. Oversized cargo palletized on
multiple pallets should be considered as one unit.
pallets/platforms joined together in a train by a
coupler should be separated, if the conditions of
the emergency permit, and jettisoned one at a time.
Jettisoning should be planned so that tite aircraft
center of gravity would be within normal limits for
~ landing. If the normal airdrop system is
. operative, cargo may be jettisoned using the AOS
. and normal airdrop procedures. If a malfunction oE
the extraction system is known to have occurred
prior to the initiation of airdrop, the cargo rnay
be jettisoned the sarne as cargo palletized on
rollers but not rigged for airdrop. An extraction
~ system malfunction occurring after initiation of
- airdrop may be extremeiy dangerous if the cargo has
started to move out of the aircraft. If that
situation occurs, the cargo jettison TECHHIQUE in
Section 3 of the Dash 1 must be used.

JETTISONING Jettison of large, heavy palletized cargo resting

CARGO NOT on the floor must be attenipted only as a lasL
ON ROLLIERS resort.
WARNING

Heavy cargo resting on the floor may

move slowly and/or becorne rnisaligned
and wedged in the aft area and could
cause out-of—lim~t CC travei and
loss of airplane control.

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WORKBOOK C-130 ÃTS
05/16/89 -

CARGO
JETTISON
Detailing of emergency procedures is not practical
because of the many variables.• The following
E
PROCEDURE provides a basic procedure applicatión to enlergency
jettison of palletized cargo on rollers, but must
be supplemented by sound pilot judgment for the
specific conditions: [
a. Estab].ish a noseup attitude (10 degrees) to
obtain a component of gravity for the extraction. [
b. Apply power to accelerate the aircraft and
increase the effective extraction force.

CAUTION [
During cargo jettison move the
elevator control slowly, smoothly
and no more than is necessary, to
avoid: the possibility of exceeding
Structural limits.

• (.1[
Before atternpting to jettison, the
loadmaster should compute the
airplane center of gravity to ensure
that the normal CC would be
maintajned wjthjn normal limits for
landing and that cargo is
~ettisonab1e in accordance with
Figure 2.

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PRACTICE OUIZ C—130 ATS

05/16/89

2. Which of the following is a possible cargo emergency?

a. Bleed air leak

b. Fuel or chemical leakage

c. Uncontrolled pressurization

d. Aileron booster assembly leak

3. To jettison relatively light cargo by hand, which doar should

be utilized?

a. Paratraop door

b. Aft cargo door

c. Cargo ramp

d. Ramp and door

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EZ4ERGENCY PROCEDURES CIQ—444—16
PRACTICE OUIZ FEEDBA~E c-130 ATS
05/16/89

2. Which of the following 15 a passible cargo emergency?

E
a. Bleed air leak

b. Fuel ar chemical leakage

c. Uncontrolled pressurization

d. Aileron booster assembly leak [

3. To jettison relatively light cargo by hand, which door should
be utilized? E
a. Paratroop doar

b. Aft cargo door [

c. Cargo ramp 1

d. Ramp and doar (,: E

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05/16/89

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DITCHIUG Under ideal canditions - ~na aalU sea, and bv

-

skillful execution of recomjnended techniques, e

ditching of transport-type aircraft can usual
be accomplished with a high degree of success.
However, due to the high wing configuration of this
aircraft, the fuselage may be expected to settle
after touchdown, with consequent flooding of the
cargo compartment. -

Ia the early l980’s a C.-130 operated by bhe

military oE a South Ainerican country was ditched ia
[
the Atlantjc, dose te Berniuda. ft was a
controlled ditching that occurred when the aircraft
ran eut of gas. The ditching was successful,
though not without some loss of life. There was
very little structural damage te the aircraft and
it remained afloat for several days prior te
sinking.

Coas idering the various unfavorable factors

assocjated with overwater bailout, it is often
[
better to ditch, if circumstances permit, since
this makes available the additional life rafts and
survival equipment carried in the aircraft. Ia any
event, the decision to ditcFj or bail out must be
made by the pilot ia command, ia view of the
existing dircumstances. This decision should never
be delayed until the fuel supply is exhausted since
the most effective ditching approach is made with
power on fl a speed slightly above the stall speed.
A minimum of 2,000 pounds of fuel should remairi at
the time of descent from altitude to allow for
jettisoning oE cargo, assessnient of sea condition,
comnunication with ar maneuvering around the
surface vessel when present, and to establish a
landing pattern te the smoothest surface conditjon. [
DITCHLNC Actual experience ia ditching the C—130 is 11w ted.
CHARACTERIS— However, NACA-controlled ditching tests of inoc -s
TICS similar to the C—l30 ia configuration indicate that
there is a reasonably - ..at tite
-

aircraft can be landed on water without major

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EMERGENCY PROCEDEJRES CIQ-444-15
WQRICBOOK C-130 ATS
05/16/89

DITCHING coliapse of Lhe structure ar a sudden rush of water

CHARACTCRIS— into occupied compartinents. On the basis of the
TICS lirnited experience and the NACA tests, it is
(CQNT) conciuded that the following results can be
expected. (The Berinuda ditching substantiateci
these findings.)

tipon contact with the water, moderate bottom dainage

rnay occur in the area immediately forward of the
cargo loading ramp hinge. The bottom damage wiil
tend to stabilize the aircraft directianally.
During the ditching run, inaintain the wings in
an essentially levei attitude. Wing dipping ar
water looping are not expected.

During the initial portion of the ditching run (the

tail down portion), the aft cargo doar znay be
damaged. But the damage wiil probably not affect
either the ditching run ar the sinking raLe since
the location of the door places it above the water
une when the nose setties during the latter part
of the run. It. is very unhikely that the ramp will
open. The crew doar, the side emergency exit, and
the paratroop doors, which will be out of the
water during the teu down portion of the ditching
run, will probably not experience damage.

During the teu 10w initiai contact with Lhe water,

the water—drag forces on the aircraft will tend to
bring the nose down só continued up elevator force
should be applied. This fase down tendency plus
aircraft assurning a nose down, teu high aLtitude
could generate porpoising. If, in this nose
down attitude,a wave pr sweil of iarge magnitude
is encountered, considerable damage to the radome
and nose of the aircraft will occur, with probabie
rupture of the forward bulkhead and inuuediate
flooding of the flight station. Sarne damage rnay
occur in the erea oE Lhe cargo door and ramp, but
expect the primary flooding to occur in the forward
portion of the aircraft if the ditching is in a
heavy sea.

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EMERGENCY PROCEDURES
• CIQ—444---16
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WORKBOOK C-130 ATS
05/16/89

DITCHING NOTE
E
CHARACTER
ISTICS These characterjstjcs assume a
(CONT) power-on approach, approximate 7
degree nose high pitch attitude with
fuil flaps extended, landing gear
retracted, and touchdown &t 10 knots
above stall speed. Any speed above
fuli flap approach speed will result
in additional structural damage on
[
touchdown.

E
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 EMERCENCY PROCEOtJRES CIQ-444~16
‘WORKBOOK c-130 ATS
05/16.189

PREPARATION Plans for ditching cannot be made without taking

FOR the wind direction into consideration. Waves move
DITCHING downwind, and the spray f tom wave crest is also
blown downwind. Swells, however, do not always
indicate wind direction and can be very large, e.ven
when the wind is caim. Swells are the result of
underwater disturbances. Over a sea, a pilot mu~t
be more exacting and alert when judging height.
The ditching charts (Figure 3) give duties of
personnel prior te and during ditching. Figure 4
iliustrates the emergency exits and evacuation
routes used during ditching. Figure 5 shows tite
life raft releases.

If possible, use or dump most of the fuel to

lighten the aircrãft and reduce stalling speed.
Eznpty tanks will also keep the aircraft afloat.
Jettison cargo, if possible, te lighten the
aircraft. The landing gear warning light circuit.
breaker should be pulled te prevent the warning
horn from distracting the crew.

DITCHING The following are the standard alarm signais for

SIGNAIJS ditching:

SIX SHORT RINGS PREPARE FOR DITCHING

ONE LONG RING BRACE FOR IMPACT

Instruction will be given by the pilotto don

helmets (if availabi?) ar~d gloves, and te remam
seated with safety belts fastened until the
aircrafthas stopped forward movement. On water
landings, there are nornially two or more water
impacts. The initial impact is (normally) lighter
than the second water impact and the subsequent
impacts (if any) will diminish iii force.

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EMERGEHCY PROCEDUDRES CIQ—444—16
WORK ROCK C-130 ATS
05/16/89

FIRST ACTION DITCHING IMMINENT PROVIDE POSITION AFTER DITCHING r

r
(10 Minutes Iett)
PILOT
1. Dire~crewto 1. oi.accpô~to 1. FlashiIght. 1. P~ors 1. Ipossèb,ch.dc
prepare lar ditching uansm~ final distnss rwst aid a sial. f5ght slation and orço
ovn di. PÃ syst.m
and w~th li. aiarm bclt
Inform c,ew o! situat5on
sgnai.
2. Ensur. ihat ai p.r•
~a’p( la insiste ttiat ai
pcsonn.I and cmii
g.rty equçmfl have
E
and time temaitting.

2. Dirsaccpflctto
b.çin em.rgency ~m-
scnnal ate peepand for
d~fr~
3. Fasten and Iodc
b..n .vacuat.d.

.2. Eüthtoughbrward
escapa hatd~ and aXial.
r
munkations.

3. Direct depressuri-
zaton.
sal.ty bet and shouidat
harn.ss.
4. knm.diat&ypriott
knpact. á.ct cop~lot lo
-
lia vest.

3. Board assçned
Rerail.
r
4. Dfr.ct lual dump.

5. Direct cargo
saund co. bng iing ao
aiazm bel. E
Jetilson.
5. Doo anU-.xposur.
suil and fite vest.
E
CCPILOT
1. .&cknowiedg.
piloI’s arder to prepara
1. Transmkrrial
d~tzess signai.
1. Ftashflght
tini üi kit,
1. Cop-
iIoVs sial.
1. E.xkthsotçhbcwasd
.sape halch, and WIag.
E
a. via
for ditching.

2. Sound six short

sing~ on alarrn bail.
2. Fasten and bck
salaty bel and shouider
ham.ss.
~nf~.ntiai
toldar.
2. Board assign.d E
3. Tino 1FF ia cmii-
~.ncy and transmit
ema~.ncy ~mmuni-
3. Co pilots ~mmaM
sound co. Cng ring ao
atam bel.
E
cabos.
4. Obtain Dí? s.arv~e,
baasings. rx.s, etc.
E
5. Don anti..xposure
suit and rde vest. E
Ii~ (•1 14
1. Pie pflct wi•U brial lhe a.wmembcis and passenprs co thá assiçn.d 5t.rait E
2. lipon haasing cri. bng iirq co ha alaim bali, ai a.wm•mban wlJ assume ia braca for impaci
p0 sition.
3. Mar ali acw m.mbars axit ihscugh Uia exapa hatcti, çd th. .mar~.ncy escapa roça discuçh liii
E
ascap.. hatchas. loba usad For posszb4a assistanca is boamding di. rderafts.

FIGURE 3
Page 26 REV 1 11/29/89 E
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1~
EMERGENCY PROCEDUDRES CIQ—444—16
WORKBOOI( C-130 ATS
05/16/89

FIRST ACTION DITCHING IMMINENT PROVIDE POSITION APTER DITC1HNG

(10 Minutes Ieft)
NAVIGATOR

1. Acknowledge pilore 1. Providelkiai 1. Flashllght. 1. PuI~feraIt

ordar lo prepare for .36m4.o4&h•n3 na’digtzn kL relias. handlas(ILi
ditctiing. - pos~1icn lo ccpk4. pyrct.chnb pislol Wçht station).
and krn (1
2. P,ovid. posWcn, 2. Wonnaiwaad avaflabl4 2. Exktivough
time. rue head~ng. pass.nç.noi lorward escape
TÂS. atiude. .sti d~tanc. and halch, hflala 1. vut,
mated d~tching position d1ir.øion to nearest and ctrndc riaralis.
for inclusion in th. IaM or rnscu.
distress message. vessel

3. Dai anth.xposure
suit and lii e vest

DCTCHING POS~.
‘flON RI FUGHT
STAtON.

3. Tum seaflo faca 1. NaAga. 3. 8oaMass~ned

lorward and Iow,r lor’s san Senil.
seal lo luil down Face saat
pcsWon. forward and
Mldown.
4. Fastan salaty b&t
and b& shc*M.r
hasness.

D(TCHING POS
11ONIN CARGO
GOMPARWENt

3. Move assantial 1. Saal.d 2. EX~ÚItO4*

na’ii≠Cn and mar. lh. cargo citar ~ ali escape
91flC)’ .quçnhlfl* t c’zmpad• hath, ~,fla~a ~f. vezt
cargo a~mpaM1.nt m.nt. and di.& lhralts.

4. Fastan salaly 3. Boazd assignad

beL td.ralt

FIGURE 3 CONT-1
Page 27 REV 1 11/29/ 89
 1
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EZ4ERGENCY PROCEDUDRES CIQ-444-16
WORKBOOK C-130 ATS
____________ 05/16/89
F1RST ACTION DITCHING IMMINENT PROV1DE POSITION AFTER DITCHINQ
_________________ (10 Minutes Ieft)
LOADMASTER
1. Aa,c.4.dq. 1. Tuna,d.aw- 1. Fb*&Pt. 1. Taep 1. PuIU.eafln4.,.
paor.ocd.rapnp.t. g.ncyI~a. Int&dfl. I.afwnl hs’d..Md~g~
Iot dW~nq. .s.q.~y mdc cl puw~p d~.
2. Cwã p....rqn (.oa W. p.np
2. I.~.1 flrnrq... En.s. powçn —. pl.n.4 *.rnt doa. 2. Ensi,. p.n.n
$o.dW,~ng. MM,dc.swl ~aan. g.nh.nn*.d
poa~..
3. Jflflaicarçou
dic.cW by p.1o4. 3. FjNrd .s.q.fcy 3. Exk avaçh a%’
..o. .cp. m n.ua CSWf .~ k.zh
4. clo..adoon p.r,onaúsh.
and hath... me#tt m.&.~ ii,. .np.
ardu.wUcasço halck 4. Boudu,~n.d
~mpaflni.i* enê Uni’..
hnd hzcà,n. 4. Pua., na bel.
5. S.cix. co.. 5. NáIy pk~ wbe.~
ca$nh..cs.dbt

1. Doa ~
.o(.ndrjlev.i. . 1 —

FLIGHT
ENGINEER

1. Aát~wl.dg. 1. M.monwdna.c. 1. FluhrçN. 1. FtgM 1. Pvflns

p~oC. ad.. t. lot.wd ..~ç. htdt bu .411. rd ~..tt r.I.a.. M~. k,
pj.pi. be dldWç. wço~.. boa iet Fac. IIgM gaiba
2. S.an boi. q.b~. nato..
2. D.pc.n.n. asikta nt and 2. til
akpaan. aí ó.a.d i~I down. bnn,d .wao.
by paoi. 3. Fui., and b& huch and dW. ~.
saI.ryb.lasWi.ogid.t na
3. D,smplu.4u huMo.
d~.d.d by pk. 3. Eosd au~n4d

4. Envm.bi..dak
va».s CLOSEO.

5. Em.rg.rcy
d.onía’natc,
iw*ch.NCPWL

• Ak~ndI~Nrq -
mau..iwldl AH~
cONO MAN PRESS.

7. HoWfla.awd
pfl*i co.WO~ i.d,
1, mc INCREASE
p0~Io.$O
s.ad..

5. P~I mc IuWwq
çwwnn lçtE âcul
bmak.. o., ~paoc,
bn, úwl

1. G.I.y~wp
andt~

la. 0.,n anâ.aoo. a

ata. Sua and Me tesa.

FiGURE 3 COt+T-2
Page 28 REV 1 11/29/89

E
 EMERGENCY PROCEDURES CIQ—444—1~
WORKBOOK C-130 ATS
05/16/89

EMERGENCYEXITS,WATER

r
1 WARNING

SIDE EMERGENCY EXIT AND

1. FUGI-iT STATION HINGED WINDOWS
ARE NOTTO BE USED IN HEAVY SEAS
OR NOSE-DOWN CONDITION

E
á—

-~ a—

-e-

WARNING

DO NOT LOCX ENGINEEWS AND NAVIGATORS SEATS IN A

posrnoN THAT WILL BLOCK THE COPILOVS EVACUATION
ROUTE. MAXE SURE THAT THE GALLEY FLOOR S UP
AND LOCKED.

FIGURE 4

Page 29
4:
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EMERGENCY PROCEDURES CIQ—444-1&
WORKBOOK C-130 ATS
05/16/89
(
LIFERAFT RELEASES
ON E AND H AIRPLANES,ACOMPARTMENTISPROVIDED
E
FOR ALTERNATE EMERGENCY TRANSMITVER AN/ART-31.

E
E
E
E

E
E
E
E
E
E
FIGURES

Page 30 E
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EZ4ERGENCY PROCEDURES CIQ-444—15
WORKBOOK C-130 ATS
05/16/89

DITCFUNG Ditching equiprnent should be in readiness at ali

EQUIPMENT times when fiying over water. Prior to each
overwater fiight, the piiot will ensure that the
necessary equipment. is aboard, in serviceable.
condition, and stowed in the proper places. If
possibie, seats and safety belts should be provided
in the cargo compartment aft of the wheei wells for
ali personnel on board except for the pilot,
copilot, flight engineer, and, a the pilot’s
discretion, the navigator. The cargo compartmertt
is the safest area with the greatest possibility oE
escape during ditching; therefore, the number ofi
personnel in the fiight station shouid be kept to
a rninimum due to the probability of immediate
flooding of the fiight. station.

DITCHING Refer to Figure 4 for emergency exits. Normaiiy,

EXITS crewmembers in the flight station cornpartment wili
(FLIGHT CREW) use the forward escape hatch for exit after
ditching. Crewmembers in the cargo compartment
wiil use the center or aft escape hatch for exit
after ditching. If cargo permits, the center
escape hatch ladder shouid be instalied prior to
takeoff. If cargo prevents this instaliation, Lhe
personnel in Lhe cargo compartment shouid be
instructed on how to instali this ladder aftej- the
cargo is jettisoned. Ali crewrnembers wiil nornialiy
board the left inboard life raft. When passengers
are carried and the use of addjtionai lHe rafts is
required,basic crewTtiembers wilJ. board the life
raft a.ssigned by the aircraft comniander.

DITCHING Passengers will be briefed on the use of emergency

EXITS equiprnertt and assigned exits prior to flight. They
(PASSENGERS) should be divided into groups corresponding Lo the
capacity of the avaiiabie rafts.

Page 31

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F
EMERGENCY PROCEDURES
WORKBOQr
05/16/89
CIQ~-444L16
C-130 ATS
k
[
DITCHING
TECHNIQUE
WARNING E
Do not exceed recornmended airspeed.
Rate of descent not to exceed 200
feet per minute (recommended 100
feet per minute). Maintain constant
back pressure on control column.
Under no circumstances should the
airpiane be stalled in, since this
wili result in severe impact and
cause the airplane to nose into the
water.

NORMAL POWER Best results will be obtained by following the

ON DITCHING procedures outlined below:

a. Ditch while power is available. Power will

allow the pilot to choose the spot for ditching and
the most favorable landing position and attitude.

b. Use 100 percent flaps with gear up. Ç [

c. Ditch at 10 knots above stall speed. This wiil
give an approximate angle ofi ditching slightly
above levei flight. Under no circumstances should
the aircraft be stalled in, since this will result
in severe irnpact and cause the aircraft to nose
into the water.

In daylight, it is recommended that the aircraft. be

ditched along the top ofi the sweil, parailei to the
rows of swelis, if the wind does not exceed 30
knots. In high winds, it is recommended that
ditching be conducted upwind to take advantage of
the lowered forward speed. However, it Iaust be
[
remernbered that the possibility of rarnming the nose
into a wave is increased, resulting in fai1ur-~ ofi
the nose of the aircraft and ini~,e’jjate floodi 1 of
the flight station. Also, the:e ts a possibi ty
of striking a teu on a wave crest and nosing n.

E
Pag~ 32 (ZL
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EMERGENCY PROCEDURES CIQ-444-16
WOREBOOK C-130 ATS
05/16/89

PARTIAL POWER When ditching with one or more engines inoperative,

DITCHING the following TECUNIQUE is recommended:

- a. With two engines inoperative on the same side

of the aircrafit, use power on the operative inbcard
engine only.

b. If power is available from the number 2 and 4

engines or the number 1 and 3 engines, considerable
power may be used to control the aircraft.

- c. Use power as required to give flattest

approach.

d. On final approach, it is advisabie to hold

speed 20 knots above stall speed until flareout, at
which time speed will be reduced to 10 knots above
stall speed.

CROSSWIND The basic rules for ditching listed in NORMAL POWER

DITCHING ON DITCHING will still apply in addition to the
following:

a. Keep the wings levei and crab the aircraft to

kill the drift. It may be advantageous to permit
Some drift to maintain a paraliel relationship with
a wave.

b. Land onthe downward side of the swell or wave.

UPWIND The basic rules for ditching listed in NORMAL POWSg

DITCHING ON DITCHINC wiii still apply in addition to the
foliowing:

a. Maintain nose up conditjon. Avojd nose

striking wave face.

b. Touch down irnmediately behirid the crest of a

rising wave. Avoid the face of ti-te wave.

c. Hold nose up after first impact.

Page 33
ENERGENCY PROCEDURES CIQ-444-16
tE
WORXBOOK
05/16/89
C—130 ATS
(
NIGHT Night ditching will be conducted with tne aid of
[
DITCHING instrurnents te establish proper attitude of the
aircraft.

a. Make an instrument approach, hoiding airspeed

20 knots above stall speed. At 500 te 700 feet
above the water (using radar altimeter), set up
approximately 200 feet per minute rate ofi descent
and establish an airspeed 10 knots above stall
speed, with fuli flaps.

b. Use landing lights as necessary.

c. Hold wings levei to avoid digging a wing into

the water and cartwheeiing the aircraft.

d. Ditch at 10 knots above stall speed.

•e. Use 100 percent flaps with landing gear up.

ABANDONING Evacuation of the aircraft after ditching shouid be

TI-ÍE AIRPLANE accomplished in àn orderiy manner in the shortest
time possibie. This cannot be done weli without
practice. If the fuselage is dark and filiing with
water, further difficulty can be expected. E
• WARNING
The crew and/or passengers must not
leave ditching positions until it is
• ascertained that the airplane has
stopped forward movement. Serious
injuries can occur 85 the result of
personnel unfastening safety belts
prior to the airplane coming te a
fuli stop.

After it is certain that the atrcraft has come to a

complete stop, additional emergency equipment may
be coliected and distrjbuted to each crewmember.
Each crewmember will proceed with his assigned
after-ditching duties (Figure 3) and evacuate the
aircraft, in the correct ord~r, tZ.. ~ che
assigned hatch Required equipment. will be carried

Page 34
EMERGENCY PROCEDURES CIQ—444—16
WORTCBOOK C-130 XTS
05/16/89

AEANDONING by each crewmember when evacuating. They niust

THE AIRPLANE ensure that each piece of equipment used in the
(CONT) life raft is secured by lines to prevent it from
being lost overboard.

WARNING

Ensure that personnei are outside of

the airplane and clear of escape
hatches prior to inflating life
vests.

With the escape ladder installed, it is impossible

to exit the aircraft from the center escape hatcl-i
using the left side of the ladder. Passengers wili
have to be briefed on this information.

CREW D[JTIES When it is certain that the aircraft has come te a

AFTER complete stop, each crewinember wiii proceed with
DITCFIING the foilowing duties:

Ali crewmembers wiil check each other for injury

and render assistance as possible.

.E/N/LM - PULL life raft release handies.

WARNING

Liferaft release handies jnust be

pulled through their full travei,
for complete ejection and inflation
of the life raft.

NOTE
Ascertain that life rafts have
ejected properly; puli release
handies on top of wing if they did
not eject.

Assure that ali emergency supplies and equipment

are secure in the life rafts to prevent them froru
being lost overboard.

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ENERGENCY PROCEDURES CIQ-444--16
WOREBOOK
05/16/89
C-130 ATS
(
CREW DUTIES The loadmaster will pass emergency supplies to
AFTER personnel outside the center and aft escape
DITCHING hatches, board assigned lHe raft, and assist with
(CONT) loading emergency supplies into lHe rafts.

The engineer will puli the flight station LIFERAFT

RELEASE handies. fie then exits through the forward
escape hatch and assures that the life rafts—a~4 C(
emetg~c~a4á’e—have been properly ejected. 1!
they have not been released, he will puli the
LIFER.AFT RELEASE handies located on top of the
wing. When he has determined that the equipnient. is
properly launched, hewill board the assigned raft.

The navigator.wiil take án available seat in the

cargo compartment if he is not required to be iii
the flight station. fie should move the assigned
emergency equipment to that area, exit through the
assigned cargo compartment escape hatch, and board
the assigned raft. If the navigator rernains in the
flight station for ditching, the navigator should
collect the emergency equipment, exit through
the forward escape hatch, and board the assigned
raft.

The copilot will exit through the forward escape

hatch and enter the assigned raft.

~rhe pilot wili, if possibie, ensure that ali

emergency equiprnent has been removed and that ali
crewmembers and passengers have been safely
[
evacuated. fie wili exit through the forward escape
hatch and board the assigned raft. [
WARNING
In an emergency the piiot’s and
copiiot’s side windows may be used as
[
emergency exits; however, heavy
fiooding rnay occur.

The entire crew will cast off life rafts and rally
with the other rafts. [

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EMERGENCY PROCEDURES CIQ-444-16
PRACTICE ouiz C—130 ATS
05/16/89

4. What configuratiori is desired when perforwing ditching?

a. Power-on approach

b. No—flap approach

c. Gear-down approach

d. Power-off approach

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EMERGENCY PROCEDURES CIQ-444-16
PRACTICE OtJIZ FEEDBACK C-130 ATS -

- 05/16/89

4. What configuration is desired when performing ditchirig?

1
a. Power-on approach

b. No—E lap approach .

c. Gear-down approach

d. Power-of E approach

E
E

[
1
E
E

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EMERGENCY PROCEDURES CIQ-444-.16
IJESSON OUIZ C-130 ATS
05/16/89

1. What is the alarm beil signal for bailout warning?

a. Three short rings

b. Four short rings

c. Five short rings

d. Six short rings

2. What is the maximum recommended speed for bailout from the

crew entrance door?

a. 120 knots

b. 130 knots
c. 140 knots

d. 150 knots

3. What is the most critical time for a loose cargo malfunction?

a. During takeoff

b. During climb

c. Durin~ cruise

d. During landing

Page 39

/7Li
EMERGENCY PROCEDURES CIQ-444-’lS
LESSON OUIz C-130 ATS
05/16/89

4. Why is cargo jettisoning dangerous?

a. Structural dainage can occur to the aircraft.

b. Falling cargo is a hazard to other aircraft. [

c. Personai injury cari occur.

d. Crewmembers do not practice the procedure. {

5. Which of the following is true concerning the jettison of
large heavy palletized cargo resting on the floor? [
a. Mustbe accompiished over water oniy

b. Must empioy ali available crewmembers [

c. Must have permission from numbered Air Force
d. Must be attempted as a iast resort only

6. Why is ditching preferred to bail out over water? ( [

a. Passengers are not trained in the use of parachutes. -

b. Additionai survivai equipment wili be available. [

c. Resctie wili be able to locate the floating aircraft.

d. Ditchirig is a well—tested procedure.

7. Which is true of the center escape hatch iadder during an
egress situation?

a. It shouid be instaiied right after levei off.

b. It is for aircrew use only.

c. Passengers wili have to be briefed on which side to

use.

d. it should oriiy be used ifi cockpit windows are blocked.

Page 40

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 EMERGENCY PROCEDURES CIQ—444--16
LESSON OUIZ FEEDBACK C-130 ATS
05/16/89

-- 1. Whab is the alarm beli signal for bailout warning?

[ a.
b.
Three short
Four short rings

E c. Five short

[ 2.
d. Six short
What is the maximum recommended speed for bailout from the
rL crew entrance
a. 120 knots

[ b.
c.
130
140 knots

d. 150 knots

r 3. Wltat is the most critical time for a loose cargo ma].function?

a. During takeoff

[ li.
c.
During
Duriflg cruise

E d. During

E
E
E
E
[
E Page 41

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EMERGENCY PROCEDtJRES CIQ—444—16
LESSON OtJIZ FEEDBACK C-130 ATS
05/16/89

4. WIiy is cargo jettisoning dangerous?

17
a. Structurai dama~e can occur to the aircraft.

b. Falling cargo is a hazard to other aircraft.

c. Personai injury can occur.

d. Crewmeinbers do not practice the procedure.

5. Which of the following is true concerning the jettison of

large heavy palletized cargo resting on the fioor?

a. Must be accomplished over water only

b. Must eniploy ali available crewmembers

c. Must have perinission from numbered Air Force

d. Must be attempted as a last resort only

6. Why is ditching preferred to bail out over water?

a. Passengers are not trained in the use of parachutes.

b. Addjtjonal survivai eguipment wiil be available.

c. Resdue wiil be able to locate the floating aircraft.

d. Ditching is a well-tested procedure.

7. Which is true of the center escap&hatch ladder during an

egress situation? -

a. It should be instaiied right after levei off.

b. It is for aircrew use only.

c. -Passengers will have to be briefed on which side to

use.

d. it shouid only be used if cockpit windows are blocked. 17

17
Page 4.2

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

Lesson/Segment guia puestions

CIQ-444—16A 1,2

CIQ—444—168 3

CIQ—444—16C 4,5

CIQ—444—J.6D 6,7

Page 43

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