Does the real -130 nose “wander”?

[av8orDave]

At slow speeds, and particularly on landing approach, the nose seems to wander back and forth, kind of wagging around. Rudder input doesn’t seem to be able to stop it. Does the real bird do this? Is it just me?

[Someone]

14 minutes ago, av8orDave said:

At slow speeds, and particularly on landing approach, the nose seems to wander back and forth, kind of wagging around. Rudder input doesn’t seem to be able to stop it. Does the real bird do this? Is it just me?

Rudder absolutely will control it, although it takes some getting used to.

The biggest thing you need to be aware of, that most people will find new coming from jets is, changes to power setting will drive the nose to the left, including small ones. So, as you change power setting, think about the rudder input necessary to counteract that.

[subn3t]

I noticed this as well. Was looking for a yaw damper in the cockpit, but didn't see one.

[AusGoose]

Directional stabilty does break down with low speed and large flap settings. The yaw damper is connected only via the autopilot. Flying with it off can be a challenge on finals. Ensure you use smooth inputs, coordinate with rudder, and smooth power, all just like someone said. Coming from DCS jets, it will be an adjustment. Also, remember you (likely) have a joystick or yoke with a limited 'throw' comapred to a C-130J yoke, so that adds a challenge to the small inputs.

Enjoy!

 

[Someone]

15 minutes ago, subn3t said:

I noticed this as well. Was looking for a yaw damper in the cockpit, but didn't see one.

There is a yaw damper, but only when the autopilot is engaged. it also is not very effective.

[Nodak]

C-130's also have the tail fin offset to one side several inches off center line to account for some of the P factor, at least the old ones I'm familiar with did.  It may be different with a stretch model.

I've never seen a pilot ever touch the wheel on any takeoff or landing, nothing but taxi.

One cool thing about C-130's is on an aggressive bank immediately after takeoff the cockpit will buck, shake, and vibrate making an awful racket of noise, the newer pilots and even a few old timers get caught unaware, it's the gyroscopic effect of the nose wheels being raised combined with the bank angle directional change being resisted with sheer centrifugal force.  Those wheels have some serious mass, I've seen crew members including pilots nearly fill their pants, they think the airplane is coming apart.  They're sitting right on top of the nose gear mount. 

Edited 4 hours ago by Nodak

[winnergeel]

Yes this is normal for the C130. Small rudder inputs, minimise the amount of power changes. If you’re chasing a speed by bashing the power levers you will be throwing yourself out of trim every time. 

[carbolicus]

4 hours ago, Someone said:

Rudder absolutely will control it, although it takes some getting used to.

The biggest thing you need to be aware of, that most people will find new coming from jets is, changes to power setting will drive the nose to the left, including small ones. So, as you change power setting, think about the rudder input necessary to counteract that.

Very true - jet pilots, both in PC sims and in real life, are simply not used to the way prop aircraft yaw around with power changes.  This is especially true with high-power prop aircraft, such as the C130, and aerobatic and larger singles.  I flew the C130J full-motion simulator thanks to an RAF mate quite a few years ago now, but the torque at take-off was strong and took me by surprise first time because I assumed the props would be counter-rotating, which they are not.

You particularly need vigorous rudder input when approaching to land at a short strip, because you will be at a slower than normal approach speed, with a higher angle of attack, hence higher induced drag, hence you are speed-unstable, so frequent power changes are needed to keep exactly on-speed, with of course the associated significant rudder inputs to keep the ball centred.