Service New V24N02
Service New V24N02
Service New V24N02
Service News
Service News
A SERVICE PUBLICATION OF
Turning the Page
here is nothing in life as inevitable as change, and this applies to organizations
LOCKHEED MARTIN AERONAUTICAL
SYSTEMS SUPPORT COMPANY T just as it does to individuals. At the Airlift Field Service Department of Lockheed
Martin Aeronautical Systems Support Company, recent milestones have includ-
ed the retirement of C. R. “Charlie” Kelley, who was supervisor of our C-130/L-100
Support Section, and J. N. “Joe” Coker, who headed up our C-5 /C-141 Support
Editor Section. Both served with professionalism and distinction, and earned the enduring
Charles I. Gale respect of their colleagues as well as Lockheed Martin customers throughout the
world. We wish them the very best in their retirement years.
Vol. 24, No. 2, October–December 1997
CONTENTS
2 Focal Point
F. D. “Don” Greene, Manager
Airlift Field Service Department
G. M. LOWE Copyright 1997, Lockheed Martin Corporation. Written permission must be obtained from Lockheed Martin Aeronautical Systems
J. D. ADAMS
Support Company before republishing any material in this periodical. Address all communications to Editor, Service News, Lockheed
Martin Aeronautical Systems Support Company, 2251 Lake Park Drive, Smyrna, GA 30080-7605. Telephone 770-431-6544;
Facsimile 770-431-6556. Internet e-mail may be sent to [email protected].
by Phillip J. Gammell
Design Engineer, Specialist
C-130H/C-130J Lighting Systems
Lockheed Martin Aeronautical Systems Better Light When You Need It Most
T
he emergency exit lights (EELs) that are
installed on Lockheed Martin C-130H aircraft the EELs are powered by ordinary D-cell flashlight bat-
serial number 5421 and up are of a more modern teries. This not only makes the individual EEL units
design than their predecessors, and offer a number of heavy and relatively large in size, but subjects them to
advantages that improve both their performance and chemical leakage and corrosion if the batteries are left
maintainability. Now provided as standard equipment
on all new-production C-130J Hercules aircraft, the The new EELs are lightweight, compact, and designed for
long, trouble-free service.
improved units are manufactured by Soderberg
Manufacturing Company of Walnut, California, and
have been assigned PN S2320-101.
installed too long. The old EELs are also internally The arm/disarm/test switches have also been elim-
complex, containing inertia switches, latching relays, inated from the individual EEL units in the new system.
and arm/disarm/test switches. This not only increases A test switch located outside of the EELs and mounted
the cost, but introduces other disadvantages as well. For on the bulkhead at FS 241 serves not only to function-
example, if the arm/disarm/test switch on one of the ally test the entire EEL system, but also acts as an
units is left in the disarm position prior to flight, some- enable/disable switch.
one will have to climb a ladder to arm the light.
The New EEL Units
In With the New
The new PN S2320-101 EEL consists of a mount-
The improvements built into the new EEL design ing base and the EEL unit. The lens of the EEL lamp is
are intended to solve these kinds of problems and make dark green on aircraft that have Night Vision Imaging
the EELs more reliable and easier to maintain. One of System (NVIS) equipment installed so that the EEL
Aircraft emergency exit light wiring.
Another way to remove 28 VDC power from the disarm an EEL once it has been armed. The first is to
arm contacts of the EEL units is to place the enable/dis- apply 28 VDC to the disarm contact.
able-test switch at FS 241 in the disable-test position.
This is a two-position switch used both as a master The disarm contact of each of the EEls is wired to
enable and disable-test switch. If the switch is placed in the emergency light extinguish switch located on the
the disable-test position with aircraft power applied, the flight station exterior lighting control panel. This switch
EELs will activate and their lamps will illuminate. is connected to the “hot” battery bus, and has 28 VDC
When the switch is returned to the enable position, the available to it as long as the main aircraft battery is con-
EELs will rearm, thereby extinguishing the lamps. nected. When the switch is operated with aircraft power
shut down, 18-24 VDC is applied to the disarm contact
The third way to remove arming power from the of all the EELs, driving the latching relay inside the
EELs and cause the lamps to illuminate is for either of EEL to the disarm position.
the system’s inertial switches to be activated by a for-
ward deceleration of 2Gs or greater. If the EELs are Battery voltage is not critical in this application. It
activated this way, the inertia switches may be reset by can be as low as 12 VDC and the EELs will still disarm
pressing the reset button on the forward side of each properly. If the aircraft battery is to be disconnected for
inertia switch.
The principal internal components of the unit include a
Lastly, an EEL is activated when its red handle is PR-2 lamp, electrical circuit board, and nicad batteries.
pulled down and the EEL is removed from its base. This
interrupts the 28 VDC circuit to the arm contacts and
also closes an internal switch, allowing the lamp to illu-
minate. The unit can be deactivated by returning the red
handle back to the up position, which opens the internal
switch and turns off the lamp.
Batteries
Even though a nicad battery cannot have a true Moving the handle to full down position switches on the
EEL and allows it to be used as a portable light source. For
memory since it is not a computer chip, this term is
this service, the EEL is usually carried “upside down.”
used to describe an effect in which the nicad battery’s
power output is reduced to the point where the EEL is The way to overcome the memory effect in nicad
useless. The memory effect can develop over a period batteries is to properly discharge and then recharge
of time if, for example, the EELs are repeatedly acti- them. This can best be accomplished by periodically
vated for more than a few seconds during aircraft power placing the nicads in a special discharger/charger unit
shutdowns. Deep discharge of nicad batteries must also (DCU). This device automatically discharges the nicads
be avoided. They can even reverse polarity if left to dis- to the proper voltage and then carefully recharges them
charge for extended periods. to the proper level. For best results the nicads should be
placed in the discharge/charge unit at least once every
If EELs are left on overnight, their nicads are like- 90 days, or just before a critical mission in which a dis-
ly to discharge well below 0.5 volt. This will cause a charger/charger unit will not be available.
significant reduction in battery service life, even after
just one occurrence. Multiple occurrences of this type Discharger/Charger Unit
of abuse will completely destroy nicad batteries.
Although the damage is not physically evident from the The PN ES125122-1 Emergency Exit Light Battery
outside, the length of time the nicad can illuminate the Charger was designed and built by Lockheed Martin
lamp may become negligible, or even nonexistent. Aeronautical Systems Company. Its features are
The nicads should be removed from the EEL and recharged in pairs. Be sure to keep track
of the small battery clip and its retaining screw and washer while the unit is disassembled.
T
he PN ES125122-1 Emergency Exit Light
Battery Charger is designed to simultaneously
test, discharge, and fast-charge up to eight pairs
by Don Coia, Staff Engineer of the ½ C-cell batteries used in the aircraft emergency
Electronic Support Equipment Department lights installed in current-production C-130Js. Similar
Lockheed Martin Aeronautical Systems batteries also equip the emergency exit lights in C-141
and C-5 aircraft. This new battery charger incorporates
eight independent microprocessor-controlled charging
circuits. The advanced design of the circuitry ensures
The battery charger has the capacity to test, discharge, and recharge eight pairs of ½ C-cell nicads simultaneously.
CHG LEDs (8 each) – These LEDs are green in color For procurement information, contact:
and flash to indicate that its associated pair of batteries
are charging. The LEDs stop flashing and illuminate Lockheed Martin Aeronautical Systems
steadily when the charging is complete. Customer Supply Business Management Dept.
D/65-11, Z/0577
Note that the LEDs will remain extinguished if an Marietta, GA 30063-0577
abnormal condition exists for its associated pair of bat- Telephone: 770-494-4214
teries. If the CHG LEDs fail to illuminate at battery Fax: 770-494-7657
charger power-on, an open cell is indicated. Loss of the Telex: 542642
flashing CHG LED after discharge is complete (a
steadily lit DISCHG LED) indicates a shorted cell. For technical information, contact::
A
recent design change in the Left-Hand Main
Landing Gear Fairing APU Access Door, Part gain access to the interior of this panel, but whatever
Number 3311011-17, enhanced the bonding the source, it is a relatively simple matter to keep any
between the inner and outer skins of this component. moisture that does happen to penetrate into these spaces
from accumulating and possibly causing problems.
One of the purposes of this improvement to the Lockheed Martin Engineering recommends that the 5
bonding was to help prevent corrosion by keeping water previous drain holes be put back in, and an additional 4
from entering the spaces between the outer skin and the be added in accordance with drawing 3311011, revision
interior stiffener. As a further step to seal this structure, J, shown in reduced scale below. The locations of the 5
and to ensure that moisture originating in the ambient air previous drains are marked with P symbols, the 4 new
was excluded from the panel’s interior spaces, the drain holes with N symbols.
holes were deleted from the interior skin.
This will change the access panel to the preferred
While this concept was plausible in theory, it has configuration and prevent the accumulation of water
not turned out to be successful in practice. Several within the panel. Be sure to treat all affected areas in
instances have been reported in which varying quanti- accordance with the appropriate corrosion protection
ties of water have been found entrapped in the measures listed in the approved structural repair manu-
redesigned panel. al for your aircraft. ❑
the
by Julius Alexander
Public Relations Representative, Senior
Lockheed Martin Aeronautical Systems C-130J
each flat-rated at 4591 prop shaft horsepower. They
T
ypically, a turboprop transport cruises at altitude
ranges from 17,000 to 25,000 feet. The C-130H, generate 25% more thrust and have 15% greater fuel
depending on load, temperature, and mission, efficiency than earlier C-130 propulsion systems. The
can comfortably cruise in the mid twenty-thousands by new engines are coupled to advanced, all-composite,
stair-stepping, periodically climbing and leveling out at six-blade Dowty Aerospace R391 propellers that are
intermediate altitudes as the fuel load is burned off. lighter in weight and have fewer moving parts than the
propeller systems used on previous Hercules airlifters .
The C-130J, however, can climb directly from
takeoff to 29,000 feet, and on to 35,000 feet, right along The new propulsion system achieves these benefits
with the pure jets. The airplane has even been flown to through improvements in several areas. One is that the
an altitude of 42,000 feet during testing. This means core engine on the new Hercules can support the same
that C-130J is capable of taking advantage of the lower torque output at higher altitudes and on hotter days
fuel consumption, greater payload, and longer range without exceeding temperature limits. Another factor is
offered by flight at these higher altitudes. It all adds up that the new Dowty propeller is more efficient, and
to significantly lower operating costs, and pays big div- therefore able to deliver more thrust for the same
idends in operational capability. torque. It is the combined effect of the new propulsion
system gives the C-130J its capability to cruise at
This improved performance of the new C-130J was 35,000 feet and beyond early in a mission.
predicted by program engineers, and is now being ver-
ified in an extensive test program by a team of more Flight Station Technology
than 300 personnel that includes engineers, test pilots,
mechanics, and technicians. The team is working to The heart of the C-130J’s advanced technology is
gather essential data that will provide the basis for the its modern flight station, with four multifunction liquid-
aircraft operational flight manual and verify that all crystal displays and two holographic head-up displays.
design objectives are met. The displays present formats for primary flight infor-
mation, aircraft system status, crew alerts, navigational
Digital Propulsive Power awareness, radar, and engine performance monitoring.
The C-130J’s state-of-the-art, digitally controlled All of these displays are Night Vision Imaging
propulsion system consists of four AE 2100D engines, System (NVIS) compatible. The NVIS system enables