Service New V22N01
Service New V22N01
Service New V22N01
L O C K H E E D Focal
Field Support Looks to the Future
These are exciting times for everyone
A SERVICE PUBLICATION OF who has any association with the Hercules
LOCKHEED MARTIN airlifter. This spring saw the delivery of the
AERONAUTICAL SYSTEMS 2100th C-l 30 to roll off the assembly line at
Marietta, and the assembly line itself will soon
mark 41 years of continuous, uninterrupted
Editor production. Records like these would in
Charles I. Gale themselves be more than enough cause for
celebration, but late 1995 will open yet
Art Direction another chapter in the Hercules success story.
Anne G. Anderson Before the year is out, the first C-130J is
scheduled to take to the skies. It is no
Vol 22, No.1 January-March 1995 exaggeration to say that this is an event that
will quite literally propel the Hercules program
CONTENTS into the 2 1 st century.
J. L. GAFFNE Y - D I R E C T O R
Each T56 power plant incorporates two separate An engine running in ground idle on a hot day often
lubrication systems, which are supplied by a common, causes the engine oil temperature to rise above the
nacelle-mounted oil tank. Each of these two systems, the 100°C (212°F) maximum limit, resulting indegradation
engine power section and the reduction gearbox of the oil, increased maintenance or, in the worst case,
lubrication systems, has its own pressure pumps which engine damage. Attempts to cool the oil by increasing
feed the oil to the many internal surfaces of the engine throttle settings and propeller blade angle are often
that must be lubricated and cooled. Oil is recovered counterproductive because they can result in accelerated
from the various lubrication points by scavenge deterioration of other aircraft systems. In particular, the
components within both systems. It is then filtered, increased braking required to maintain the aircraft’s
cooled by the engine oil cooler, and returned to the oil position on the ground at higher power settings can lead
tank to be recirculated. to excessive wear on the braking system.
A much better approach is to devise a way of Oil Cooler Operation - Augmented System
increasing the efficiency of the oil cooler while the
aircraft is operating on the ground, and eliminate the The oil cooler in the augmented system is mounted
need for high power settings. The engine oil cooling in the same location as that of the unaugmented system
augmentation system does just exactly that, and so and generally operates according to the same principles.
successfully that it has been incorporated as standard In the augmented system, however, high-velocity bleed
equipment on all new-production Hercules aircraft air is injected into the oil cooler duct aft of the cooling
beginning with Lockheed serial number LAC 5070. radiator. This creates a low-pressure area which induces
a greater flow of air through the cooler core.
Oil Cooler Operation - No Augmentation
The major engine nacelle components of the T56
The engine oil cooler is mounted in the lower engine oil cooler augmentation system include a multi-
portion of each engine nacelle, as shown in Figure 1. nozzle ejector, an electrically controlled pneumatic
The oil cooler radiator is a shell assembly with a core shutoff valve, a pneumatic pressure switch, and a
consisting of a system of tubes or a series of hollow, specially designed engine bleed air manifold. System
horizontal plates separated by an air space and cooling components located in the flight station are four control
fins. Heat is transmitted from the oil flowing through the valve switches, four throttle beta switches, and four
passages in the plates to the fins and the air flowing indicator lights.
through the unit.
System Operation
The cooling capacity of the oil cooler is governed by
the rate of air flow through the cooler. The air flow is Operation of the system requires that engines be
also governed by the position of the oil cooler flap, operating and that essential 28VDC bus power is
which is controlled by a switch on the oil cooler flap available to energize the augmentation valve. To
control panel. Indicators on the engine instrument panel complete the circuit, the following conditions must be
indicate the oil cooler flap position. satisfied.
An oil cooler regulator valve thermostatically l Ground start interlock relay energized.
regulates the temperature of the oil leaving the cooler. l Ground start switch off.
The valve senses the temperature of the incoming l Augmentation control switch on.
scavenged oil and directs the oil to the cooler core or l Throttle position below flight idle.
bypasses the cooler altogether as necessary to maintain l Oil cooler flap position open 90% or greater.
the proper oil temperature.
An amber indicator light for each engine is installed Figure 2. Oil cooling augmentation system indicator light
on the engine instrument panel above and to the right of locations.
the oil cooler flap position indicator (see Figure 2).
Illumination of the light is controlled by a pressure
switch in the line upstream from the ejector assembly. one for each engine, are used to operate the
When the pressure in the line increases above 20 psi, the augmentation valves which control the flow of bleed air
switch closes to illuminate the light, indicating that the to the ejector.
system is on. When pressure decreases to less than 12
psi, the switch opens and extinguishes the light, In USAF C-130 aircraft of recent manufacture
indicating that the system is off. equipped with night-vision imaging systems (NVIS), the
oil cooler augmentation control panel and the oil cooler
The oil cooler augmentation control panel, located flap control panel have been deleted. A single oil
beneath the interphone control panel on the flight station cooling control panel is provided instead. Located on the
overhead panel, contains four two-position (on-off) flight station overhead panel, this new panel combines
toggle switches, as shown in Figure 3. These switches, most of the functions of the other two panels, except that
no separate OFF position for the oil cooler augmentation operation, thereby eliminating the need for higher
valves is available (Figure 4). The cooler augmentation throttle settings and reducing the stress placed on
system operates automatically in the “on” mode various aircraft systems.
whenever the oil cooler flap control switches are set for
automatic operation. Also in these aircraft, the indicator This modification is one of many aircraft
lights are included in the main caution/advisory panel enhancements resulting from Lockheed Martin’s
located in the center instrument panel. continuing effort to improve the utility and versatility of
its transport products. Please contact the following for
There are four throttle-actuated beta switches further information about the C-130 Oil Cooling
located inside the center pedestal. With the throttle set Augmentation Kit:
at the ground idle position, the beta switch will allow
activation of the augmentation system for that engine. Technical/Engineering Information:
Movement of the throttle out of the beta range will
deactivate the system for that engine. Also, a switch on Lockheed Martin Aeronautical Systems
the oil cooler flap prevents opening of the shutoff Airlift Derivative Programs
control valve if the flap is not extended at least 90 Department 93-20
percent. Marietta, GA 30063-0492 USA
Telephone l-404-494-2793
Engine Oil Cooling Augmentation Kit Fax 404-494-7784
From firefighting agents to animal waste: prompt cleanup is the kev to preventing corrosive materials damage.
Problems with the procurement of the PN 41750-3041 BG cargo winch have made it
necessary to establish a new source for this important piece of accessory equipment.
The PN 9440-I 1 cargo winch, manufactured by the Teleflex Corporation, meets all the
requirements for use in Hercules aircraft and now has been approved as an alternate.
A number of important improvements have been included in the new winch. Among
these are increased reliability, a level-cable mechanism, and remote control capability.
Other features offered by the new unit are the following:
l Single-cable pull limit of 6500 pounds, and up to 13,OOO pounds capacity (with some
restrictions) when utilizing a snatch block.
l A control pendant equipped with a three-position toggle switch attached to the end
of a 105-foot cable.
l A level-wind mechanism capable of directing the cable onto the drum evenly.
l A load-limit device.
The new winch is now the preferred spare. Customers who are interested in procuring
this improved unit should use their normal supply channels, or contact the following:
1. Question: Is there a replacement fastener for the fuel tank upper access panels? The
NAS585 screws are becoming increasingly difficult to obtain.
2. Question: We have noticed rust and corrosion on our flap tracks. How can we deal
with this?
Answer: First, clean the tracks with PD-680 or equivalent safety solvent and wipe
them dry. Then remove all corrosion and rust completely, using 400-grit
sandpaper, Briteboy, or a 3M-type abrasive wheel, depending on the
severity of the problem. Then apply dry-film lubricant MIL-L-46147 to the
installed track and air-cure. The lubricant should be reapplied periodically.
The tilt angle which results depends on the weight of the airplane, the
amount of fuel on board, and the weight and c.g. of any cargo on board.
Thanks to the main strut load-stroke characteristics, a light airplane will
tilt more that a heavy airplane with the same fuel load. When the airplane
does tilt in response to the removal of engines and/or propellers, the fuel
within each internal wing tank will shift in the direction of the lower wing
tip, thereby further increasing the unbalance and thus the tilt. If cargo has
been loaded with an off-center c.g. (not on BL 0), this unbalance will add
to the unbalance that resulted from the removal of a propeller or QEC on
the opposite side.
ITEM MOMENT(inch-pounds)
Example: Determine the weight of fuel which must be transferred from tank
No. 3 to tank No. 2 to restore lateral balance after removal of the No. 2 QEC.
793800
Fuel weight difference = x 1000 = 2795 pounds
284000
The fuel which must be transferred is 1/2 of 2795; i.e. about 1400 pounds.
Answer: Yes. We are pleased to advise that new windshields are available for the
pilot, copilot, and center positions. The new design replaces the integral
PVB bumper around the perimeter with cast-in-place polysulfide sealant.
This design reduces the stresses that act on the glass edge, thereby
reducing the number of incidents of cracking. The new PN 337279-l 1
and PN 338124-I l/l 2 panel assemblies should be the preferred spares
for the PN 337279-9 and PN 338124-9/l 0 panels, although all are inter-
changeable. The organizations shown in the address blocks in the middle
of page 11 can provide price and availability information about the new
panels if desired.
5. Question: Can we install forward fuselage windows and windshields with the
aircraft on jacks?
Answer: Windshields and windows should not, repeat, not be installed while the
aircraft is supported on jacks. Jacking can strain-load the panels and
result in premature failure. However, the windshields may be installed
while the aircraft is supported on contoured cradles in accordance with
the applicable maintenance manual. In this situation, the nose jacks
6. Question: Speaking of windows and windshields, how can one differentiate between
bubbles and delamination when inspecting the panels? We feel we are
changing too many windows.
Answer: Bubbles are identified as air pockets trapped between the glass panel and
vinyl interlayer. Bubbles may also occur in the vinyl interlayer, which may
be cause for rejection. Delamination is usually a larger separation and
extends to the edge of the windshield. Acceptable delamination is
separation between the outer glass and vinyl interlayer (see drawing
below). Be sure to refer to the maintenance manual when inspecting
windshields and windows.
VINYL INTERLAYER
DELAMINATED
A
INNER
-- G
PANE
Bubble Is between and vinyl
Interlayer. This I s permlsslble.
NOT OK OK
0.1 iii
METAL
INSERT
Questions on Hercules aircraft maintenance topics should be addressed to: HOU Hotline,
Airlift Field Service, Lockheed Aeronautical Systems Support Company, P.O. Box 121,
Marietta, GA, 30061-0121. Faxes are also welcome, and may be sent to 404-431-6556.
All inquiries will receive responses. The questions and answers considered to be of the
broadest interest to Hercules operators worldwide will be published in this section of
Service News magazine.