I swear I had this posted somewhere. Some of the planning checklists I have are more up-to-date, but in the interest in getting what I have out there quickly I have a zip file of checklists I created a couple years ago.
This should help in mission planning. Like any good "gouge" checklist -- these are simply points of departure. Adjust and edit as necessary for your own use. I'll try to post updated and better ones as I have time.
link
-RC
23 July 2010
08 March 2010
Turning Approaches
Turning approaches are not only tactical, but they are a fun way to develop airmanship during training. When the design of the approach demands max performance, it's not just max performance of the airplane but of the aircrew as well. Turning approaches and run-ins require extra crew study and more CRM. Use the linked Turning Approach / Run-in Briefing Guide to not only conduct a mission briefing on the procedure but to help you plan the approach itself.
link
-RC
link
-RC
03 March 2010
New Website
As you can see, the Herk-Gouge website has changed. I apologize for the extended downtime of herk-gouge.com. Moving the site to this blog, should allow me to keep you better informed. I occasionally post my thoughts on various subjects...thoughts influenced by some of my smarter friends, and I'll let you know when I post new gouge.
I store all of my gouge at gouge.mabrooks.com. You can find it there right now. Eventually I'll create some pages on this blog to break down the gouge into categories or subjects, so until then please be patient as I work to improve the organization of the new herk-gouge.com.
-RC
I store all of my gouge at gouge.mabrooks.com. You can find it there right now. Eventually I'll create some pages on this blog to break down the gouge into categories or subjects, so until then please be patient as I work to improve the organization of the new herk-gouge.com.
-RC
04 December 2009
C-130E Ops Limit Flash Cards for the iPhone
Life is too busy to keep up with it all. The iPhone is pretty cool but can be a time suck, taking you away from other important endeavor's.
I know that some of the C-130 Ops Limits numbers started to fall off my iceberg, so I've used the iPhone's gFlash+ application to help me relearn those important bits of info. I took C-130 Ops Limits and entered them into a spreadsheet and uploaded that file to Google Docs. gFlash+ (free) or gFlash Pro ($5) allow you to important that data from Google Docs and into the mobile app. gFlash is also available for Blackberry and the new Android phones. Use the following file, upload it to your own Google Docs account and get that knowledge back on your iceberg, where it belongs.
C-130E Ops Limits on Google Docs
-RC
I know that some of the C-130 Ops Limits numbers started to fall off my iceberg, so I've used the iPhone's gFlash+ application to help me relearn those important bits of info. I took C-130 Ops Limits and entered them into a spreadsheet and uploaded that file to Google Docs. gFlash+ (free) or gFlash Pro ($5) allow you to important that data from Google Docs and into the mobile app. gFlash is also available for Blackberry and the new Android phones. Use the following file, upload it to your own Google Docs account and get that knowledge back on your iceberg, where it belongs.
C-130E Ops Limits on Google Docs
-RC
26 October 2009
Using PowerPoint in Planning
Power Point isn't the end all - be all of programs out there, but many of us find that we use it a lot. Power Point should be there to make planning easier, quicker. It shouldn't be a time suck, but not everyone has the same level of Power Point skills. I've created a short PPTX file that will provide resuable objects for sticks and presentations, a guide to creating timelines , and a list of keboard shortcuts that will make planning in Power Point, less of a chore.
If you have questions about other things you can do in Power Point, let me know. I'll see if there's a faster way.
v/r
RC
If you have questions about other things you can do in Power Point, let me know. I'll see if there's a faster way.
v/r
RC
24 September 2009
2-Step Assaults
Originally posted 4/5/08 (this is an update)
I would venture to say that most pilots prefer normal glide path assaults these days. What normal means is relative to each pilot, but somewhere between 2.5 and 3.5 degrees. Some times terrain or other factors bring you in at a higher altitude, closer to the field.
At those times a 2-step approach is required. I have created an Excel worksheet to calculate a two step approach's initial required glidepath and VVI to arrive at a 3° glideslope at 100'AGL & 2000' feet from the threshold.
In the worksheet you can actually choose your 'normal' glideslope and the desired altitude you want to be at when you intercept it.
I'd like a little feedback on this worksheet. The math should be good, but I'd appreciate on any feedback. If you find this useful, I will post a cleaned up final version and a checklist sized tab data for common speeds and approaches.
Click on the title above to download the worksheet.
UPDATE: I got to thinking today... This works pretty good for straight line 2-step assaults, but what about for a turning approach? Say off the perch or desent to final. What is my required VVI to intercept my desired final? I added some of that math at the bottom of the worksheet to add that feature. Let me know what you think.
-RC
I would venture to say that most pilots prefer normal glide path assaults these days. What normal means is relative to each pilot, but somewhere between 2.5 and 3.5 degrees. Some times terrain or other factors bring you in at a higher altitude, closer to the field.
At those times a 2-step approach is required. I have created an Excel worksheet to calculate a two step approach's initial required glidepath and VVI to arrive at a 3° glideslope at 100'AGL & 2000' feet from the threshold.
In the worksheet you can actually choose your 'normal' glideslope and the desired altitude you want to be at when you intercept it.
I'd like a little feedback on this worksheet. The math should be good, but I'd appreciate on any feedback. If you find this useful, I will post a cleaned up final version and a checklist sized tab data for common speeds and approaches.
Click on the title above to download the worksheet.
UPDATE: I got to thinking today... This works pretty good for straight line 2-step assaults, but what about for a turning approach? Say off the perch or desent to final. What is my required VVI to intercept my desired final? I added some of that math at the bottom of the worksheet to add that feature. Let me know what you think.
-RC
03 September 2009
Using Winds to Adjust Slowdown Point
Min slowdown approaches seem to be the bain of the Tactical Airlifters existence. It's not that difficult to understand. When we do penetration descents, we adjust our descent point for a ballastic wind. When we CARP an airdrop we adjust the release point based upon a ballistic wind. In both cases, the time that the wind affects that object determines how much we offset for that wind.
Similarly we look at the time that a wind affects us during slowdown to adjust that point of initiation. How do we do this?
Let's assume we're doing a level slowdown from 250 KTAS to 150 KTAS. Experience (and nothing else) has shown us that the C-130 will slow down in 0.25 NM for each 10 knots of airspeed lost. Using that rule of thumb, it will take 2.5 NM to slow to my desired speed. Based on an average speed of 200 KTAS, it will take me 45 seconds to complete the slowdown.
The wind is either pushing me faster or slower during that time. Wind doesn't change my true airspeed, so the time and distance to complete the slowdown don't change. Only my resultant position over the earth changes with the wind. The stronger the wind the more it will affect me. Wind probably won't affect me too much until at least 10 knots, so I want to know how much the wind will affect me for each 10 knots of a direct headwind or tailwind.
If I convert 10 knots into 10 NM / 3600 seconds, I can multiply that by 45 seconds (the time required to complete the slowdown). The result is 0.13 NM. If I had slowdown to 120 KTAS, the wind would have had more time to affect me and would result in 0.18 NM change for each 10 knots of wind.
The average is around 0.15 NM. Funny enough, this is the number that the Combat Planning guide tells us to use for adjusting the slowdown on a Straight-In approach.
Since our FMS only shows us distances to the first decimal place (i.e. 5.2), I recommend the following technique: Round up for tailwinds and round down for headwinds. This a more conservative way to apply. For a 30 knot tailwind I would execute the SD .5 NM earlier.
Refer to the excel spreadsheet for the calculations. Change the SD factor in the file to switch from J to E/H Model C-130.
Excel Sheet
-RC
Similarly we look at the time that a wind affects us during slowdown to adjust that point of initiation. How do we do this?
Let's assume we're doing a level slowdown from 250 KTAS to 150 KTAS. Experience (and nothing else) has shown us that the C-130 will slow down in 0.25 NM for each 10 knots of airspeed lost. Using that rule of thumb, it will take 2.5 NM to slow to my desired speed. Based on an average speed of 200 KTAS, it will take me 45 seconds to complete the slowdown.
The wind is either pushing me faster or slower during that time. Wind doesn't change my true airspeed, so the time and distance to complete the slowdown don't change. Only my resultant position over the earth changes with the wind. The stronger the wind the more it will affect me. Wind probably won't affect me too much until at least 10 knots, so I want to know how much the wind will affect me for each 10 knots of a direct headwind or tailwind.
If I convert 10 knots into 10 NM / 3600 seconds, I can multiply that by 45 seconds (the time required to complete the slowdown). The result is 0.13 NM. If I had slowdown to 120 KTAS, the wind would have had more time to affect me and would result in 0.18 NM change for each 10 knots of wind.
The average is around 0.15 NM. Funny enough, this is the number that the Combat Planning guide tells us to use for adjusting the slowdown on a Straight-In approach.
Since our FMS only shows us distances to the first decimal place (i.e. 5.2), I recommend the following technique: Round up for tailwinds and round down for headwinds. This a more conservative way to apply. For a 30 knot tailwind I would execute the SD .5 NM earlier.
Refer to the excel spreadsheet for the calculations. Change the SD factor in the file to switch from J to E/H Model C-130.
Excel Sheet
-RC
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