Issue No. 3, Jul-Sep
Contents
1. Lownn TORONTE Lown THA TUBE ARELA j i ei caer aT ray ca 4 M AAA Mi F j ie i E Explanation af tha coded calio umd m ihe bant bmt in Figure 1 popa ii d jetti yitam Vetter jnna purer jinki iga Pomel FULLY AND COUNTE FL CE i Fano il ETIRRUP dka 2 idaptiiies the jettison synem linkage rod Na Fand a a NE identifies the normal este buur F Previous Page Table of Contents Next Page A second function the jettison system performs is to pull out the pin which holds the telescoping rod thus releas ing the rod and its counterbalance system This is per formed in the pin pull area Figure 1 The third function it performs is to release the pins which hold the door hinges in place This is accomplished in the lower torque tube area Figure 1 Figure 2 shows how the pins slip into the holes in the door hinges Figure 2 A shows the hinge with the torque tube in the jettison posi tion You can see that the U shape of the hinge pin fits like a hand in the U shaped glove of the bushing and yokes in the lower torque tube Once the hand is in the glove the jettison handle can be turned to its normal position As this is being done the torque tube turns about 90 degrees This is called the normal or door kept position Figure 2 B The hinge pins cannot fall out in this position When the jettison handle is pulled the tube turns back and the pins are free to come out as easily a2. strument panel False warnings are often caused by poorly adjusted switches rather than by poorly adjusted doors When either switch is activated the DOOR OPEN light comes on Naturally both should be checked to see that they are in correct adjustment This is particularly important after you have adjusted something on the door rigging The Door Locked Switch is located at the forward end of the upper torque tube as shown in Figure 13 You don t want the lock switch to actuate so close to the full over center position position A in our discussion of latch link and hook position that any slight movement away from that position would give an unlocked door warning The switch would be too sensitive and it would continually give false warnings On the other hand you don t want the door to be unlatched before the pilot is warned either Figure 12 After each use of the jettison handle ensure that the jettison cable is in the groove of the quadrant Note inspection window A on some models if TV ee Hl i E ii mer bel Geer Figure 13 The door locked switch plunger A is actuated by a striking arm B on the upper torque tube Previous Page Table of Contents Next Page 11 12 novice d TC Le i S Figure 14 The door closed switch is located near the upper aft corner of the door opening The proper adjustment is for the switch to actuate half way between the full overcenter position positio
3. to other transportation modes for local delivery or to other airlifters for transcontinental or inter continental delivery The economy of the Dash 50 and Dash 60 in the regional airfreighter role could make a significant contribution to the efficiency of the air cargo industry On the horizon is a design for an even newer aircraft which may ultimately replace the current Hercules This aircraft would be able to carry a 62 000 pound 28 100 kg load travel at 0 8 mach 567 mph 913 kmh and land in less than 2500 feet 762 m Using the propfan concept this proposed airlifter would have even better fuel economy than today s Hercules Of course this design may change as the needs of the air transport industry change After all it is the needs of the users today that dictate the kinds of aircraft we fly tomorrow SBIVICE NEWS Previous Page Table of Contents Next Page
4. 3050 Tail No 50023 designated City of Ardmore was delivered to an operational unit Tactical Air Command s 463d Troop Carrier Wing at Ardmore AFB Oklahoma LAC No 3050 was the first production C 130 fitted with the 3 blade Aeroproducts propellers They were hydraulically oper ated rather than electrically operated as were the Curtiss Wright propellers that had been placed on the first 49 production aircraft The new props were found to be much better suited for the mammoth job of the C 130 d r 7 W ie 5 a l s7 lt Previous Page Table of Contents Next Page 19 20 1957 1959 28 May 1957 The C 130 cut its takeoff roll in half 800 1000 feet cut to 400 500 feet 120 150 m using JATO jet assisted takeoff bottles 24July 1957 While participating in a Navy test at Patuxent River NAS Maryland a modified C 130A became the first Hercules to refuel another aircraft in flight 23 October 1957 C 130 made its first landing on an unimproved field Eglin AFB Florida 6 January 1958 The C 130 used its new skis on snow for the first time at a landing in USAF tests at Bemidji Lake Minnesota 15 July 1958 The C 130 was first used in combat as it delivered supplies to the UN peacekeeping forces in Lebanon I4 August 1958 The first C 130D was delivered to the USAF This was the first production model derivative of the versatile Hercules It has been nicknamed the Ski 130 but th
5. 65 pounds If it exceeds this check for points that may be binding Keep checking and adjusting until it takes less than 65 pounds to jettison the door Note Be sure to check that the cable is in the groove of the quadrant following each use of the jettison handle Some commercial customers have requested that the jettison system be removed For those aircraft some of the material presented in this article does not apply If you have one of these aircraft your SMPs provide you with information as to how your system differs and how you can best adjust it STEP AND GAP Now that you have completely adjusted the normal an jettison systems the next thing to check is the step an gap of the door The step is the amount that the surfacq of the door is set in from the surface of the fuselage Thg gap is the distance between the edges of the door and the edge of the door opening The step of the hinged side of the door may vary from 0 00 to 0 09 inch inside the adjacent skin surface The three unhinged sides of the door may vary inside the adjacent skin surface from 0 00 to 0 18 inch The gap may vary from 0 12 to 0 32 inch on any side of the crew door Adjustment of the step and gap is not usually considered a part of field maintenance CHECKING THE SWITCHES Once you are convinced the door is properly rigged it s time to check the two switches on the crew door which activate the DOOR OPEN warning light on the pilot s in
6. adjust ments on the switch are out in the open so accuracy is easy to achieve Use this door closed switch adjustment tool in the follow ing steps 1 With the door closed securely place the first step of the tool against the aft inboard side of the switch mount ing bracket 2 With the door in the closed position adjust the tool rod so it will touch the striker plate on the door adjacent to the contact point of the switch actuating arm roller 3 Tighten the thumb screw so the rod will stay at this specific length 4 Now open the door so you can fit the second step of the tool against the switch bracket same place on bracket as previously used 5 Adjust the switch to actuate when the roller is even with the rod end Any convenient straightedge across the roller and rod end can verify evenness 6 After you tighten the bracket mounting screws close the door for a check For those who prefer to devise their own method of ad justing the door closed switch the switch should have an overtravel of 0 27 inch And that s it Now that you ve adjusted the switches the whole crew door system should be properly rigged The following section covers some material about the crew door which you may find useful E B i p i i Te eal SOME ADDITIONAL INFORMATION Service and Inspection How often you need to inspect and lubricate the door and its rigging will depend on how much you use the aircraft Some Hercu
7. can be modified to the new configuration by making two machine cuts on the bottom of the swivel bracket recutting a chamfer adding two holes in the web drilling and tapping for a grease fitting and honing the pivot bolt hole to assure a smooth surface Figure 1 For detailed modification instructions of the present swivel bracket check Service Bulletins 382 32 30 and 82 446 REDESIGNED UPPER SHOE The present shoes 3303560 1 2 have been redesigned to lengthen the ends approximately 0 9 inch and preci sion slots have been added to accept the end webs of the present facings This will permit the facing to be driven from both ends after a small initial stretch and the close fit between the shoe upper slot and the facing end will prevent the tilting and crowning that now precedes flange cracking The facing ends are contained by the slots so that the facing cannot be lost The present facing will continue to be used and the new shoe is a preferred spare The facing will be bonded to the shoe with epoxy and can be replaced when worn beyond limits The new shoe assembly 3317793 1 2 will be a prefer red spare for the present shoe assembly 3303561 1 2 See Figure 2 for new shoe configuration INTERIM BONDING IMPROVEMENT A significant improvement in the reliability of the present design upper shoe will result from bonding the facing to the shoe with epoxy adhesive This type bond has been in use for over a year by one opera
8. checked by using a standard six inch rule As in the first check the door should be off and the hinge pins taken out Turn the tube to the door kept position Place the long edge of the rule along the slot in the fitting Use the right angle of the end of the rule to check that the slot in the yoke nearest the forward side of the airplane is square in relation to the slot in the fitting Figure 11 If the slot is not square the adjustment should be made on the stop bolt Figure 2 page 5 for the door kept position The Jettison Handle Area First check that the handle is firmly up against its stop Then remove the cover or use the inspection window to see if the jettison cable Figure 12 is in the groove of the quadrant Previous Page Table of Contents Next Page SCM rea Horas IME FITTING E ICH ANIT Figure 11 Check the square of the yoke to see that the lower torque tube has rotated 90 degrees Adjustments on these items can be done by hand Just push the handle against its stop and seat the cable in the groove The Jettison Handle Check It s now time to check to see if you have the proper torque on the jettison handle Put the door back on and close it To check the torque you must jettison the door as you did the first time This time attach a spring scale to the handle one inch from the end The force required to pull the handle from the door kept position should not exceed
9. flow e The 16 93 gpm figure is a calculation based on system flow requirements and leakage rates estimated for NLG and MLG actuation sx Hydraulic Pressure Drop regulator tolerances gauge error engine throttle setting temperature and simultaneous actuation of other sub systems If any control surface is moved while the landing gear is being actuated the pressure will drop rapidly For example with a NYAB pump Figure 1 an increase in flow from 8 5 gpm to 9 0 gpm will cause the pressure to drop from 1800 psi to zero Except for USAF airplanes baseline Hercules aircraft LAC serial 4653 and up have Abex engine driven hy draulic pumps installed These pumps will exhibit basical ly the same pressure indications as the NYAB pumps during landing gear actuation If your airplane has different combinations than the pump flow regulator configurations mentioned here con sult with your Lockheed service representative to deter mine the minimum acceptable hydraulic pressure reading during gear actuation Figure 1 ee 2 Previous Page Table of Contents Next Page by C R Bush Design Engineer Specialist The upper track shoe on the Hercules MLG has been re designed to eliminate some problems common with the present shoe Some operators have noticed the upper shoe facing stretching cracking breaking becoming lost and sometimes even causing problems in gear extension when a piece of the facing breaks off an
10. land on or take off from an aircraft carrier U S Navy s Forrestal without using tailhook arrest in landing or jet or catapult assistance in takeoff Largest operational ski and wheel equipped aircraft and thus it holds all ski lift records for transports It is the largest plane ever to operate from 10 000 foot high 3050m skiway at the South Pole a World s heaviest low altitude cargo extraction 25 tons 22 680 Kg extracted by parachute from a C 130 skimming just 10 feet 3 m above the ground at El Centro California World free fall record for nine Marine parachutists who jumped from a Hercules at an altitude of 44 100 feet 13 400 m SBIVICE NEWS Pte foarte ef UAN EA Previous Page Table of Contents Next Page _ Se Soe 7 ah Se a r i ii b 21 2D A Promising Future__ MAKING A GREAT PLANE GREATER When people say something is great they usually mean it is either remarkable or very large When describ ing the Hercules aircraft both meanings apply The most remarkable thing about the Hercules airplane is its versatility In its first 25 years it has appeared in 47 different versions It has performed an uncounted variety of missions which have ranged from serving as a flying lounge for royal families to hauling organic fertilizer to refueling other aircraft in flight to rescuing refugees from the ravages of nature or politics Future modifications will increase its
11. pin completely free of the rod On the surface this may not seem worth mentioning however on certain aircraft unrelated modifications have caused the pin pull link to bind and not actually pull the pin from the rod Adjustment will depend upon the cause of the binding RODS amp LEVERS There should be no slack in the rods and levers that con nect the jettison system to the normal system nor in those that operate the lower torque tube This slack can be taken out by adjusting the rod ends as discussed earlier The Lower Torque Tube Area There are two checks to be made in this area The first is to see that the hinge pins fall out easily when the system is placed in the jettison position With the door off put the system in the jettison position Look closely and check to see that the sides of the forwardmost yoke are equal in distance from the top and the bottom of the slot The drawing in Figure 10 illustrates this check Be sure it is the forwardmost yoke that you check If they are not equal the adjustment should be made on the stop bolt for the jettison position Figure 10 Checking the jettison position CIETE PETTE ks HTTEIN Oe oe LESH lhe OW FORE The measurement at A should be the same as themeasurement at B A second check is to make sure the lower torque tube turns approximately 90 degrees when going to the door kept position from the jettison position This can be
12. position With a little pressure it is just as likely to go to position C at which the door falls open as it is to go to position A the locking position To compensate for the instability the link should travel a little past the center position or over center to be in the closed and locked position A This prevents the door from accidentally opening The position of the link corresponds to the position of the hook That s why we can say that what goes down should come up first As the link goes from position A to posi tion B the hook should go up From B to C it goes down If it doesn t go up before it goes down it indicates that the link started from position B That being the case the door would probably be forced open when the cabin is pressurized This is a recipe for calamity and must be avoided The way to avoid it is to be sure position A Fig ure 3 is correctly adjusted Quick Check 1 Position B is always the same no matter how the rigging is adjusted however A and C are variable and depend on ad justments The way to check if A is correct is to measure the amount of hook travel from A to B This is done with the door open First turn the inside door handle to the closed position Next measure how far the hook goes up before it starts down It should not be less than 0 030 inch in order to go over center far enough to hold and not more than 0 055 inch in order to prevent pressure loss around the do
13. stretched model of the Hercules the 100 inches 2 5 m added to the length of the cargo compartment gives the Dash 20 a usable volume of 5 307 cubic feet 150 3 m This is combined with a 47 633 pound 21 606 kg maximum payload The basic L 100 20 model was expanded an additional 80 inches 2 0 m to make the L 100 30 It has a usable volume of 6 057 cubic feet 171 5 m and a maximum payload of 52 057 pounds 23 613 kg The major advantage of the Dash 30 is that you can carry a larger volume of cargo and cargo of greater length since the cargo box is 56 feet 17 1 m long The L 100 30C is bringing an even newer concept to Hercules operations On the Dash 30C you can carry a regular cargo load or 106 passengers or a combination of both passengers and cargo since the seats can be added or removed in sections The prototype of this model is scheduled to be certified as a passenger cargo carrier in the not too distant future This feature will add a whole new horizon to the utility of Hercules aircraft Preliminary designs are now complete for two even larger stretches of the Hercules aircraft The L 100 50A would stretch the main floor of the cargo compartment to 77 feet 23 5m thereby providing a palletized cargo volume of 6820 cubic feet 207 8 may and a maximum revenue payload of 74 810 pounds 34 195 kg The Dash 50 will be able to carry nine 125 inches x 96 inches pallets plus a ramp cargo unit The means that with an
14. suggested the name Griffin a mythological creature with the head and wings of an eagle and the body of a lion But Lockheed Corporation management thought Hercules more closely fit the function of the new transport Of the 160 Lockheed Georgians who had suggested the name Hercules C W Flemister an accountant won a duplicate first prize in the competition because of his reason for using the name Hercules 1955 IO March The first production C 130 LAC No 3001 Tail No 33129 rolled off the assembly line and at 8 30 a m was christened with a bottle of Chattahoochee River water by Georgia Governor Marvin Griffin 7 April Bud Martin assisted by Leo Sullivan piloted the first production Hercules on an 700 foot 240 m ground roll then into the air for its first flight 1956 5 April The first C 130 parachute delivery of cargo was made at El Centro AFB California 3May The Hercules set its first significant world record as it paradropped 18 A 22 containers weighing 29 000 pounds 13 150 kg for the multi drop record 16 May a single pallet weighing 27 000 pounds 12 250 kg was parachuted from the Hercules for the single drop record 18 June The first paratrooper jumped from the C 130 El Centro I3 July LAC No 3028 rolled off the production line It was the first Hercules with the now famous Pinocchio nose and Sperry Gyroscope Company s APN 59 radar 9 December The first C 130 LAC No
15. that could land and take off in short distances and be able to make aerial as well as ground delivery of personnel and cargo Lockheed Corporation submitted its design in April of 1951 and on July 2 was told this design had won the competition August of 1951 saw the beginning of work on two prototypes of the C 130 in Burbank California On September 19 1952 the USAF ordered 7 of the new aircraft that were to be the first military transports to have turboprop engines It was also announced in September that the C 138 would be produced at the Lockheed Georgia Company in Marietta Robert E Gross the president of Lockheed predicted in October of 1952 that the C 130 would be the workhorse of the Air Force The subsequent 25 years have proved that prediction to be not only true but to be an understatement 1954 23 August The clouds had dispersed and the smog had thinned After performing a series of taxi runs Stanley Beltz the command pilot was ready He began his ground roll At 1348 Pacific Standard Time having rolled less than a thousand feet the prototype left the ground and began a 25 degree climb Beltz his crew and the first YC 130 left Burbank behind as the clock of Hercules aircraft flight history began ticking 11 November lt was announced that Hercules would be the name of the new transport The Reuben H Donnelley Corp judges of the Name the Plane contest selected A A Pommer as the winner He had
16. the correct position Using Figure 8 as a guide follow this pro cedure I Open the door De Disconnect rod J3 from lever JC 3 Bush a 1 4 inch rig pin or other shaft of the same diameter through the rigging hole in the bracket and into the lower attaching holes in lever JC These are the holes in the clevis of JC that held the pin which connected rod J3 to lever JC 4 Put the outside handle in the closed and locked position 5 Measure the distance between the end of the bolt on lever JC and the point it strikes lever NG It should be between 0 00 and 0 10 inch 6 Adjust the length of rod N5 until the gap noted in Step 5 above is obtained Ji The outside handle should now be in the correct position Go out and make a temporary marking on the skin of the aircraft with a wax crayon so you can check later to see if the handle is still in the correct position 8 Remove the rig pin and reconnect rod J3 Be sure it is connected so that the pin holding it to lever JC is directly in line with the rigging hole Note Once all adjustments of the entire door rigging sys tem have been made at least half of the pin holding rod J3 to lever JC should still be directly in line with the rigging hole Also the outside door handle should still be at the position you marked in Step 7 The adjustments you have just made not only ensure that the handle is in the right place but they also ensure that the jettison system is properly co
17. this 3 feet of strap to tie the takeup assembly to Figure 16 The hook of the takeup assembly inset should be attached to the pole at a 45 90 degree angle to allow it to catch one of the two round lightening holes in the bottom step the end of a pogo stick or other similar rod or pole Make sure the assembly is free to hang from the end of the stick at about a 90 degree angle as depicted in Figure 16 inset 3 Pass remainder of the strap to someone on the flight deck 6 Use the stick and strap arrangement to guide the hook at the end of the takeup assembly into one of the round holes in the outboard most step See Figure 16 Ie Pull the door closed from the flight station The MC l and the pogo stick are just two examples of common equipment that could be used Other varia tions could work just as well The pressure of the slipstream on the door would be similar to having a 300 pound 134 kg person sitting on your car door You could still close it but it wouldn t be easy The important point in the described procedure is to have the advantage of the proper angle that a pull from a person or persons on the flight deck would give Proper rigging of the crew door will prevent this kind of event from ever happening A quick check of the latch hooks can be made visually during the preflight and could prevent much grief later Just remember that what comes down should first go up Previous Page Table of Con
18. ON The strippers noted will cause skin burns Wear rub ber gloves and face shield If stripper contacts skin flush immediately with a large amount of cold water Apply the stripper with a brush being sure to keep the surfaces wet When the epoxy softens remove it with the scraper Several applications may be necessary for com plete epoxy removal Thoroughly rinse the area with water to neutralize the stripper CLEANING THE TRACKS As with any other part of the airplane cleanliness in the vicinity of the landing gear is of utmost importance Some operators have found it necessary to clean the MLG track area after every five landings although the number of cleanings needed will vary from one geographic location to the next Another item to watch in the MLG area is cleanup after maintenance There have been a number of cases where rags screws nuts tools etc have been left in the area and has jammed the landing gear It is an excellent idea to ensure that a visual check of this area is a routine part of the pre flight inspection The redesign of the swivel joint and shoe should reduce landing gear maintenance problems for Hercules oper ators For more information on the epoxy bond proce dure check Service Bulletins 382 32 29 and 82445 5B NEWS Previous Page Table of Contents Next Page A Distinguished Past MILESTONES OF HERCULES AIRCRAFT In February 1951 the U S Air Force announced that it wanted an aircraft
19. T SUPPORT icra srona am OMMECTON T CLELAND CUSTOMER SERVICE CUSTOMER SUPPLY id ek i BBaimia i A m eee TE PS ek eee Te b ua bem 1 ie wiag TELTET ENTIE B E TEL ees oer m miba Eain LOP a i mbi wi r sai ad amp fm STE a7 Amr Pa Oti be EEC Hia Bra Tf Lamia pT oo TH Previous Page Table of Contents Next Page You re flying along just after takeoff when suddenly the DOOR OPEN light comes on The flight engineer harnesses up finds the crew door to be the culprit judges it to be a misadjusted switch but puts a strap on the door just in case A few moments later the door opens all the way What do you do now What do you do now A Hercules crew was recently faced with a problem similar to the incident described above They managed to close the door enough to land without damaging the aircraft On investigation they found that the cause of this inci dent was improper rigging of the crew entry door In this article we will discuss the rigging of the crew door what makes it work how to check it how to adjust it and how to check and adjust the door warning switches We will also give you some additional information that you may find helpful PURPOSE OF THE DOOR SYSTEMS The crew door can be opened by using either of two sys terns the normal system or the jettison system The jettison system is used only in emergencies Figure 1 will give you an idea of how the two systems work and inter act It will als
20. a GAT L Figure 7B W Scan BOLT HEADI paral i TOA Taa lH TS a aH RAGE ie ai INCH TO 4p INCH PRACRET BOTTOM DOOR HANDLE ADJUSTMENT 3 Measure the force it takes to move the handle from the closed and locked position to the open position It should take between 5 and 20 pounds 4 Measure the force it takes to move it back to the closed and locked position It should take between 10 and 30 pounds If the force required to move the handle is greater than the limits stated above there is probably something in the system that is binding The most common source of bind ing is overtightened bolts The bolt through the upper torque tube bellcrank clevis Figure 1 is the bolt most likely to be overtightened in the normal system While checking this bolt be sure that the head of it faces aft If that is not the cause of the binding you have noticed Previous Page Table of Contents Next Page check for bent or otherwise abnormal rods levers or other fixtures Also check to see if something outside the system is causing it to bind After adjustment recheck the system to make sure you do not still exceed the limits of required force stated above The Outside Door Handle Area When in the closed and locked position the outside door handle should be within 6 degrees of waterline 160 0 or within 6 degrees of being parallel to the horizon There is a relatively easy way of ensuring that the handle is in
21. argo from lifesaving food to road building equipment They carry these cargoes to remote areas that are not easily accessible by any other mode of transporta tion An additional advantage is its ability to land and take off in incredibly short distances even on unpaved clearings The tasks the Hercules is capable of accomplishing are almost limitless from hunting hurricanes to flying mercy relief missions It is theuniversal airborne platform And it is energy efficient using only about half the fuel a comparable jet aircraft would require One of the more interestingspects of these 25 years is that while the externatesign of the aircraft has changed very little constant improvements in systems andvionics equip ment have made the world s outstanding cargo airplane also among the world s most modern The Hercules is one of the most successful aircraft in Lockheed history Behind that suc cess are the abilities and dedication of theflight crews and maintenance teams that have handled the Herculesduring more than 12 million flight hours Even as we celebrate 25 years of the Hercules its future has never looked brighter Later in this issue the new derivativesof the Hercules are discussedlong with some of its mile stones of the past Happy Silver Anniversary to the Hercules Our next goal 2 000 Hercules delivered world wide before the year 2000 A D Sincerely he f aj oe OE R D Roche Vice President C 130 Programs PRODUC
22. ating areas Food blankets and medical supplies and personnel have been brought into areas struck by disaster Norwegian C 130s WARPED CREW DOORS by Arch H McCleskey Jr Service Reoresentative After many thousands of hours of use the crew door may begin to bend out of shape or warp While replacement of the door is the ultimate solution of the problem field experience has provided a procedure that will prolong the useful life of the door and reduce pressure leaks around it After making the necessary adjustments of the overcenter position of the latch hook links and before adjusting the gap between the hooks and stirrups take the following steps With the door open loosen but do not re Royal Norwegtan Air Fote Marks 10 Yearot C130 Serica a Patar af aF Er were used both in Bangladesh and Liberia to relieve famine Besides emergency missions the aircraft have been used to deliver needed technology such as taking water drilling equipment to Africa The winter season in Norway especially in the northern regions can turn any outdoor area into an inhospitable working place A spokesman for the RNoAF reports that this cold weather is not a problem for the Hercules Thanks to C 130 reliability he said maintenance problems have so far been kept to a minimum He went on to say that the RNoAF s C 130s have exceeded the expectations RNoAF had at the time of procurement We at the L
23. average domestic cargo density of 8 6 pounds per cubic foot the L 100 50 could carry a revenue payload of 58 650 pounds 26 602 kg for 1265 miles 2036 km with adequate IFR reserves The L100 60B would be even larger since it would have a cargo compartment 86 feet 26 2 m long That would give it a revenue volume of 7490 cubic feet The increase in volume and the concurrent increase in payload are made possible by the larger cargo compartment as well as inane cnoooe gt L 100 60 the use of a new 14 foot diameter propeller and a higher shaft horsepower engine These giant Hercules are designed to serve as regional air freighters They also provide excellent efficiency on short and medium runs For flights of 850 miles 1368 km or less using the Dash 60 and flights of 1400 miles 2250 km or less using the Dash 50 these giants would be un beatable in fuel economy These new configurations would also be faster than today s Hercules aircraft since they would be able to travel at 386 mph 621 2 kmh average cruising speed continued on page 24 Previous Page Table of Contents Next Page 23 CUSTOMER SERVICE DIVISION LOCKHEED GEORGIA COMPANY A DIVISION OF LOCKHEED CORPORATION MARIETTA GEORGIA 30063 j hi r Making a Great Plane Greater confined Pom pare 2 The regional airfreight concept is that of moving cargo from several air heads within a region to a central point where it could be transferred either
24. d lodges on the shelf bracket The conditions leading to facing stretch occur during land ing when the upper shoes are pressed hard into the track and forced up slightly at the same time The facing is driven upward by the shoe pressing on the upper end of the facing as the gear moves to take up the friction washer clearance the trunnion bearing clearance and clearances in the ballscrew This ramrod effect can cause the facing to progressively stretch in use The present design provides a gap of 0 000 to 0 020 inch between the shoe and facing in the lengthwise direction No problems develop until this end gap becomes greater than 0 050 inch If the stretch continues beyond this value a noticeable tilting and crowning of the top end of the facing may be seen When the end tilts tension loads are put into the edges of the facing flanges near the upper end Cracks can develop in the flanges and eventually the NORMAL PACING STLETCHED LFF ENG TRACK Siih AND BENT BROKEN OFP FACING upper end can break off see photographs The shoe is then able to push past the remainder of the facing during gear retraction and the facing can fall free There are two production changes being incorporated to combat these problems One is a modification of the swivel bracket which will reduce the endwise loading on the shoe The other is a redesign of the shoe which will re duce facing stretch by better load transfer It will also prevent the facin
25. dding to the lifting power of the wings I2 March 1960 The U S Marine Corps received its first Hercules aircraft a KC 130F originally designated GV 1 which was also the first production model tanker version of the C 130 16 August 1960 The USN received its first C 130 the LC 130F originally called C 130 BL which was a ski model tailored to USN needs I June 1961 The U S Air 1963 The Hercules made its first full unarrested land ing on an aircraft carrier USS Forrestal 31 March 1964 First use of the Low Altitude Parachute Extraction System LAPES by a Hercules 15 October 1964 The U S Air Force received the first HC 130H a rescue and recovery derivative which was the first aircraft to use the Fulton Recovery System 1965 1968 16 February 1965 The FAA gave certification for a commercial Hercules No 3946 a prototype L 100 25 March 1965 The Royal New Zealand Air Force received the first production model of the C 130H The new model was fitted with more powerful engines which increased the capability of the aircraft by improving hot day and high altitude performance It also provided better specific fuel consumption I7 September 1965 The L 100 commercial version of the C 130 made its first flight 25 October 1965 The first L 100 No 4101 was received by Continental Air Services 28 March 1966 Zambian Air Cargo received its first L 100 and became Lockheed Georgia s first international commercia
26. e official designa tion has prevailed 6 November 1958 The Royal Australian Air Force became the first international customer of Lockheed Georgia when the Australians took possession of their first Hercules a C 130A 19 December 1958 The USAF received the first C 130B The B model featured a more powerful engine driving a 4 blade Hamilton Standard prop The new engine and prop com bined with added fuel capacity increased the range by 250 nautical miles 463 km I8 February 1959 The USAF received the first RC 130A It was designed for aerial photomapping and reconnaisance 31 December I959 The U S Coast Guard received its first Hercules which was also the first production model HC 130B a search and rescue design 1960 1964 22 January 1960 The Indonesian Air Force became Lockheed Georgia s first international customer to buy the aircraft directly from Lockheed They were also the first overseas customer to receive B models 23 January 1960 The first Hercules with skis landed in Antarctica Its performance there proved to the U S Navy the need of having Hercules aircraft to support the Navy s Operation Deep Freeze 8 February 1960 The NC 130B the first successful Boundary Layer Control BLC aircraft made its first flight The NC 130B needed only about 500 feet 150 m for takeoff without the use of JATO bottles It did this by using engines to force air over the leading edges and upper surfaces of the wings thereby a
27. engines are used on the BLC airplane 6 Look Ma No Hook is the message on the nose of this KC 130F operating from the deck of a carrier 7 The Herculesand a typical rough field operation Previous Page Table of Contents Next Page Force received the first E model This updated version of the airplane was able to carry an increased amount of payload and carry it much farther than its predecessors I August 1962 The U S Air Force received the first WC 130B a weather reconnaisance aircraft 8 November The Hercules was the FIRST Turboprop military transport airplane Turboprop airplane to make a non stop coast to coast crossing of the United States a Aircraft to make a non stop non refueled flight from Atlanta to Paris Turboprop airplane with skis Turboprop airplane to land in Antarctica Aircraft to make a live pick up using the Fulton Recovery System e Aircraft to employ the Modular Airborne Fire Fighting System MAFFS World Records a World long distance record for nonstop non refueled turboprop flight 8 790 statute miles 14 146 km from Taiwan to Scott AFB Il flown by Aerospace Rescue and Recovery Service MaC crew T Pane ower of OSAF K Fite amri of DM Peon cratter of 045 Longest first flight by a commercial aircraft 25 hours 1 minute on initial flight of commercial version L 100 type Hercules first flights usually last 30 40 minutes Largest aircraft ever to
28. g from becoming lost and causing addi tional problems SWIVEL BRACKET MODIFICATION The swivel bracket is thinned by 0 16 inch 0 4 cm so that a gap is provided between the swivel bracket and the attaching lugs on the strut The swivel bracket is then supported by springs so that this gap is maintained between the swivel bracket and the lower strut lug During landing when the gear is pushed up slightly the strut then moves upward with respect to the swivel bracket taking up part of the gap provided instead of driving the shoe upward This modification was evaluated on two airplanes over a nine month period with 598 landings on one airplane and 493 on the other Comparing a modified side and an un modified side of the same airplane the facing stretch was Previous Page Table of Contents Next Page reduced by 53 percent and 55 percent respectively on these two airplanes The present swivel bracket 389044 I will be replaced with a new swivel bracket assembly 3317786 1 which in cludes a grease fitting A new cast aluminum cap with two lugs 3317785 l two compression springs L 5245 and miscellaneous standard hardware parts have also been added With the swivel bracket held against the upper lug the nuts are tightened to give a spring length of 1 25 inches The swivel bracket and pivot bolt are coated with MIL G 81322 grease during assembly and the grease fit ting is provided for re lubrication The present swivel brackets
29. i a Baconi Ranting August TARI hat YOL 6 NO 3 JULY SEFTEMBER 1979 SBIVICE NEWS A SERVICE PUBLICATION OF LOCKHEED GEORGIA COMPANY A DIVISION OF LOCKHEED CORPORATION lt SEIVICE NEWS SERVICE PUBLICATION OF LOCKHEED GEORGIA COMPANY A DIVISION OF LOCKHEED CORPORATION Editor Don H Hungate Associate Editors Charles I Gale James A Loftin Arch McCleskey Patricia Thomas Art Direction and Production Anne G Anderson Volume 6 No 3 July September 1979 Contents 2 Focal Point 3 Crew Door Rigging 14 Royal Norwegian Air Force 15 Hydraulic Pressure Drop 16 MLG Upper Shoe Assembly Modifications 19 A Distinguished Past 22 A Promising Future 14 StarTip Cover Ol Mapi O 297 the Hercules acral will mask the 2 anive F is fered ight Wa ad Larbhreeil wide Hesi iperaiam amg iwl Chic wihi whe have ir al we much by Pubhelerd H Lem feeb Lawkhiced oposite WO nny ile af Lickhend pinji This summer marks the 25th anniversary of the first flight of the Lockheed Hercules a quarter century of service to nations throughout the world Over 1 550 Hercules C 130s and L 100 have been delivered to 44 countries We at Lockheed are very proud of this record and the reputation the Hercules has earned It is a reputation built on depend ability versatility and durability The Hercules is a true workhorse Many developing countries depend on it to carry all types of c
30. ife Next firmly seat the facing on the shoe and hold the posi tion with light pressure using C clamps large strong rub ber bands or something similar Remove the excess ad hesive squeezed from the joint A non uniform gap or a gap exceeding 0 015 inches 0 038 cm between the mask ing tape and the facing indicates excessive bonding mater ial in the bottom of the facing Now remove the masking tape and allow the epoxy ad hesive to cure for at least 48 hours at an ambient tempera ture of 65 degrees F 18 degrees C or above For quicker cure hold at 150 degrees F 65 degrees C to 200 degrees F 93 degrees C for one hour FACING REMOVAL The facings are removed by chilling the shoe to embrittle the epoxy so that it can be broken loose with a shock load To do this first submerge the shoe in a solution of acetone and dry ice until the bubbling stops which indi cates a stabilized temperature CAUTION Do not touch part with bare hand severe skin burns will result Assure adequate ventilation Remove the shoe from the solution and loosen the facing immediately by clamping the shoe in a padded vise and tapping along the edge of the facing with a non metallic drift and hammer Repeat this process if necessary until the facing is re moved from the shoe After the shoe is removed clean the residual epoxy from the sole using a non metallic scraper and Turco 5351 Delchem 2236A or an equivalent epoxy stripper CAUTI
31. ile adjust ments are being made see inset Previous Page Table of Contents Next Page Quick Check The quick check of the jettison system is the procedure just described If the door falls off without any problem the system is probably in proper adjustment However if the door bangs at one or more points you can readily see that adjustment in that area is necessary Pin Pull Area There are two main things to check in the pin pull area The first of these is to see that before the handle is pulled lever JA is seated on its spacer bar Figure 9 If the jettison cable is too tight it may not allow the lever to be fully seated If adjustment is necessary fit the hook end or lever JA over its spacer bar Then with the turnbuckle adjust the cable length so that it just allows the hook to seat on the bar The hook on lever JA is simply a safety device So long as it stays hooked the rest of the linkage can t be released It s spring loaded to stay hooked When it s unhooked the spring tends to hold it away from its spacer bar There fore after the jettison handle is pulled it is necessary to reset this hook to get the mechanism back in the door kept position Figure 9 The function of the pin pull assembly is to release the telescoping rod when the door is jettisoned a E cs Pi PLL Lite TL EScoriNG Ron The second check is to see that the pin pull link actually pulls the
32. in battle tanks The VLS would increase the overall volume 33 over the baseline model by lengthening the cargo compartment 15 ft 4 6 m and widening it by 4 75 inches 12 cm The aft opening width would be increased by 18 inches 45 7cm for easier loading and unloading The average cruising speed would be increased from 351 mph 564 9 kmh to 414 mph 666 3 kmh One reason for the increased speed is a change to a T tail like that of the C 141 and C 5 Another reason is the planned use of the proposed Detroit Diesel Allison engine model 501 M7 1 This new power plant would develop 5 575 shaft horse power shp an increase of 1375 shp over the Allison T56 A 15 power plant as it is used on today s production model Hercules Besides being bigger and faster than the present Hercules aircraft the VLS would provide a 21 improvement in fuel economy for high speed cruising and a 9 improve ment for long range cruising Under certain conditions this could increase the unrefueled range by as much as 33 The VLS can accommodate 91 of the equipment of an Army mechanized infantry brigade Contrary to tradition Lockheed engineers are not only thinking bigger they re also thinking smaller Hercules aircraft operators often fmd that they are flying missions that only partially utilize the load capabilities of their C 130s and L 100s As an answer to this problem Lockheed engineers have designed an airplane which uses the basic He
33. in the forged bracket supporting the hook and its link 3 Remove the snap rings and pin 4 Turn the handle to the closed and locked position 3 Turn the threaded shaft in the top of the hook to raise it or lower it as necessary 6 Put the pin back in the hook Ta Secure the ends of the pin with snap rings Now measure the hook stirrup gap and the torque again to ensure both are correct The entire procedure must be repeated until the gap and the torque are correct Figure 6 LATCH HOOK ADJUSTMENT LATCH HOOK LINK P mi HOLE THREADED SHAFT The adjustment between hook and stirrup is made by turning the threaded shaft at the top of the hook Previous Page Table of Contents Next Page Rawls There are five connecting rods in the general rigging system of the crew door two in the normal system and three in the jettison system Each of these rods has an adjustable connection at each end of it This allows you great liberty in adjusting the length of the rods This is necessary for ensuring the correct position of the levers handles and bellcranks to which they re con nected It also allows you to remove any slack from the system Adjustment of the rods is simply a matter of removing the pins and other fasteners holding them to their cranks or levers loosening the jamnuts and then screwing the ends in or out to change the length as required It may be necessary to adjust both ends to achieve the length yo
34. l customer I7 August 1966 Delta Air Lines received its first L 100 Delta was the first passenger airline to use Hercules aircraft on regularly scheduled flights May 1968 The United States Coast Guard received the 1000th Hercules aircraft produced at the Lockheed Georgia Company IO October 1968 Interior Airways received the first L 100 20 The Dash 20 is a stretched version of the L 100 The cargo compartment was length ened an extra 100 inches 2 54 m 1978 1978 IO December 1970 The first production model L IOO 30 was received by Saturn Airways This model has a cargo compartment 180 inches 4 57 m longer than the basic L 100 7 October I971 The Hercules was used for the first time as a fire fighter using the MAFFS Modular Airborne Fire Fighting System to fight the Romero forest fire near Santa Barbara California 31 March 1977 The first Advanced C 130H was delivered to the U S Air Force The advanced version featured an improved air conditioning system and an Auxiliary Power Unit APU which replaced the Gas Turbine Compressor GTC 6 April 1978 The Republic of Sudan received the 1500th Hercules 12 March 1979 The worldwide Hercules fleet reached the 12 5 million mark in flight hours Facing page 1 In flight refueling by aKC 130F 2 The C 130 demon strates its fire fighting capability 3 Assisted Take Off units help shorten the takeoff roll 4 An LC 130F over Antarctica 5 Two auxiliary
35. les users lubricate the different parts of the system after every 600 hours of operation Some wait for 3600 operational hours before lubrication As far as in spection is concerned it varies with users from a daily check to a yearly check The best way to find what is best for your airplane is to check your inspection manual For U S Air Force users T O IC 130A 6 outlines the general program Work cards which detail the lubrication and inspection procedures for the crew door and its rigging are T O 1C 130A 6WC 14 1 003 and 1 017 T O IC 130A 6WC 15 1 036 3 035 3 036 4 027 and 4 028 Previous Page Table of Contents Next Page For other Hercules users the schedule for lubrication and inspection of your door and its rigging is outlined in SMP 515 SMP 515C or your own organization s mainte nance manual depending on the program of maintenance you use Your schedule of maintenance has been tailored to your needs as determined by how often you use the aircraft and by the climate in which you primarily oper ate The Loose Door It has been reported that a few flights have been cancelled because the crew door was determined to be loose and therefore not airworthy To check the airworthiness of the door a crew member had stepped out of the plane during the preflight inspection He had then grabbed the open crew door and begun to shake it cocking it fore and aft to check it for looseness A Lockheed structural engi
36. n A and the center position position B With the door open pull the inside door handle back from the closed position Watch the latch hooks When they get to position B stop Look at and mark the position of the inside door handle with a wax marker Don t forget to compensate for any slack in the system Listen carefully for the click the switch makes as it actuates You should hear the click at a point halfway between the position the handle is in when the hook starts to move up and the place you marked as position B To double check the click you can have someone watch for the DOOR OPEN light to come on and report to you when it does Another double check of the system is to measure the amount of overtravel in the switch There should be an overtravel of 0 03 to 0 05 inch If adjustment of the switch is necessary use the lock nuts on the switch at the point where the plunger enters it The Door Closed Switch is located on the aft side of the door opening as shown in Figure 14 The following pro cedure for checking the adjustment of this switch was devised by F A Heymeyer Lockheed Service Representa tive and was printed with an additional detailed drawing in Service News Vol 2 No 1 Jan Mar 1975 Figure 15 Checking the door closed switch This procedure involves adjustment of the crew entrance DOOR OPEN warning light switch with the aid of an easy to make tool described in Figure 15 All of your
37. neer evaluated this check as about as effective as kicking the tires The most effective check of the crew door rigging is to check the overcenter position of the latch hook links and to check the gaps between the latch hooks and the stir rups Cocking the door fore and aft geometrically multi plies the natural tolerances between the hinges and the pins and adds them to natural stress tolerances built into the door itself A more effective quick check of the looseness of the items in the door hinge area is to open the door grab it at its outside edges and then push it toward the fuselage and pull it back again If this push pull variance is over 0 04 inch the hinge area should probably be checked at the next maintenance inspection But it is still very airworthy Door pins do get loose Sometimes they need replace ment Here are some tolerances you can use to check them e Diameter of the hole into which the hinge pins fit 0 878 inch maximum e Outside diameter of the part of the pm which fits into the hinge 0 868 inch minimum Closing the Crew Door in Flight In the unlikely event that the crew door should open in flight it is a good idea to know how to close it The fol lowing procedure is recommended 1 Be sure the person near the door is wearing a safety harness Ds Get an MC tiedown strap 3h Adjust the strap so that the takeup assembly is about 3 feet 1 m from one end of the strap 4 Use
38. nnected to the normal system Once the outside handle area has been adjusted you need to check for binding Use the same procedure for checking binding of the outside handle as you did for the inside handle The force required to lock and unlock the mech anism should be between 5 and 15 pounds at a point 2 inches from the end of the handle This ends the check of the normal system CHECKING THE JETTISON SYSTEM The easiest way to check the jettison system is to pull the jettison handle and see if the door comes off As you might expect there are some precautions that must be observed before using this method First you must do something to keep the door from being damaged This can be done by using a net or other mechanical means to catch the door without its being scratched or dented The same thing can be done using several people to catch the door and then place it on a mattress or other clean pad ding to protect it A second consideration is that the telescoping rod should be secured when the door is released This prevents some one from being injured by the flopping of the rod It also prevents damage to the rod and its assembly The best way to do this is to tie a line to the upper end of the rod before jettisoning the door Have someone hold the line to control the movement of the rod during the jettison of the door Figure 8 A rig pin installed in the rigging hole A will keep the outside handle in a fixed position wh
39. o orient you as to where this equipment is on the aircraft The Normal System The system commonly used to open the door is called the normal system By turning either the outside handle or the inside handle you rotate the upper torque tube This either raises or lowers the latch hooks that hold the door closed see Figure 1 When the hooks are lowered the door falls open The opening door rotates in an arc around the lower torque tube Figure 1 The door is kept from slamming down by a telescoping rod coupled with a pulley and counterbalance spring arrangement Figure 1 The Jettison System To provide an efficient emergency exit the crew door was designed with a jettison system which allows the door to be completely detached from the airplane by pulling a UEN Pia lever on the flight deck In addition to the single function henare Puci performed by the normal system the jettison system per forms two other functions at the same time As you can see in Figure 1 the jettison system is connected to the normal system at levers JC and NG in the outside door handle area It uses this connection to activate the normal system and thereby lower the latch hooks N DOOR CLOSED SWITCH FELERDOFIHG ADD Fipe d Together these ihres photographs give a torm mete view of the primary door rigging moechaniames DUTHDE miit Hae aie a hihiGE FITTING Odom Hih
40. ockheed Georgia Company are always glad to hear that the people who use the airplanes we make are happy with them We are also proud to see those planes used with the professionalism and care demonstrated by the RNoAF We are pleased to note their first 10 years with the Hercules and look forward to many years of con tinued service Stati move all the screws Figure 5 securing the tread of the bottom step 2 Close the door 3 Securely tighten the screws you loosened in Step 1 A structural engineer reminds us that this method of fastening is based on friction and therefore should be considered a temporary solution None theless use of this procedure in the field has been found to be quite helpful One way to prevent warp and to prolong door life is to use a door cable like the one featured on page 17 of the July September 1977 Service News m Previous Page Table of Contents Next Page by John Walters Research Design and Development Engineer Associate Normal actuation of the main landing gear uses hydraulic power from the utility hydraulic system During this actuation a pressure drop may be noted on the hydraulic pressure gauge for the utility system Some operators have indicated concern about the minimum acceptable hy draulic pressure reading Under certain circumstances an acceptable pressure reading can be as low as 1500 psi Many are surprised with this low figure but first let us explain how
41. or seal This may be measured by using the following simple procedure With the door open turn the handle to the closed and locked position position A Place a combination square beside the hook see Figure 4 Make sure the tip of blade is butted squarely against the top of the door jamb Move the sliding head of the combination square up until it touches the bottom of the hook Tighten the head so it won t move Now turn the door handle until the hook has gone up as far as it can position B Measure the gap between the hook and the square head by using a feeler gauge Be sure to check both the forward hook and the aft hook In Figure 3 you ll notice that there is a stop bolt the link bangs against To increase or decrease the difference between the hook positions at A and B screw the bolt in or out as appropriate Note C 130smade before August 1961 LAC 3001 3623 with the exception of ship 3609 were fitted with a differ ent type of stop The stop bolt on these is struck by a fit ting on the upper torque tube Adjustment of that bolt FEELER Gait regulates the positioning of both latch hook links The newer system allows adjustment of each individual hook Aircraft LAC 3609 3624 and all those after 3624 have the newer system Some of the earlier ships have also been retrofitted with the new system Your service manual has details of the adjustment of the older system Quick Check 2 As for position C adjustmen
42. rcules fuselage but for distances of up to 633 miles 1019 km can be operated 25 more efficiently than the standard Hercules model In addition it costs 25 less to buy They call it the L 400 The L400 is a twin engine derivative of the Hercules Although it has the same volume as the Hercules it has a maximum payload of 22 500 pounds 10 200 kg This has been found to be quite adequate for most in country cargo missions The L 400 can carry the same number of Two proposed versions of the Hercules the VLS above and the WBS below p Previous Page Table of Contents Next Page troops paratroops litter patients and many of the same vehicles as the baseline Hercules model The big difference is that its efficient range is somewhat more limited than the Hercules aircraft Of course it makes up for this in operating economy The real value of this model is its use as a cargo com panion to the Hercules An astounding 98 of the spares facilities mission equipment and support services are identical for the two aircraft A combination of the two would let the customer use the L 400 for smaller missions and leave the Hercules for the big jobs The L 400 would prove a fine replacement for the aging fleet of DC 3s C 19s and C 123s now in use and the savings would be immense As we discussed earlier great also means very large In that context the Hercules has already begun to get greater The L100 20 was the first
43. s they went in Since there s nothing to hold them in place gravity coaxes them and the rest of the door away from the air plane To jettison the door a crew member pulls the jettison handle which is attached overhead at the left rear of the flight station Once it is pulled the three functions de Figure 2 LOWER TORQUE TUBE ASSEMBLY The lower torque tube is not one piece but an assembly consisting of several sections Later HINGE FITTING STOP BOLT FOR JETTISON POSITION I _ STOP BOLT FOR DOOR KEPT POSITION scribed take place at the same time and occur quicker than you can say What happened After that if the door is properly rigged it will promptly fall off As noted in the Hercules flight manual there is one con dition that will cause the jettison system to not work even if the door is perfectly rigged and that is pressurization If the pressure differential is greater than 3 1 inches of mercury Hg the jettison system will probably not work because of the stress placed on some of the moving parts in it particularly the torque tubes This is fortunate Should the door come open when the pressure differential is greater than 3 1 inches Hg objects and personnel within 20 feet 6 lm of the door might make an unscheduled exit There is an added danger of the door and these objects being thrown into the propel lers and wing causing further damage Therefore the air craf
44. such a low reading could occur in a normal operating situation There are several different flow regulator configurations and three pump configurations that may be used on the Hercules and these various configurations can affect the minimum pressure reading during landing gear actuation For example on an airplane using a New York Air Brake NYAB pump with the power setting at flight idle and a flow of 16 93 gpm two pumps per system sharing flow equally a system pressure of approximately 1800 psi should result during landing gear actuation However the pressure drop of approximately 200 psi between pump outlet and transmitter leaves a true pressure of 1600 psi at the transmitter A gauge and or transmitter error of about 100 psi can result in the flight station pressure gauge reading as low as 1500 psi The pressure drop on aircraft using Vickers pumps will be much less at the same 16 93 gpm flow due to the high er displacement of the Vickers pumps System pressure with Vickers pumps providing 16 93 gpm should be about 2800 psi during landing gear actuation But with the pres sure drop between the pump outlet and transmitter of about 200 psi and a possible gauge error of 100 psi the pressure indication in the flight station could be as low as 2500 psi Figure 1 The variables that affect gauge pressure reading under any flow conditions are the pump pressure setting the suc tion boost pump pressure allowable internal leakage
45. t can generally be evaluated by two considerations First the stirrups Figure 5 at the outer edge of the door should clear the latch hooks as the door closes Second when the handle is turned to the closed and locked position with the door closed there should be no space between the hook and the stirrup There should be no more preload on the hook than is necessary to keep it firmly against the stirrup One test of whether there is too much preload is to test the amount of torque it takes to turn the inside door handle to the closed and locked position once the door has been pulled closed The torque required should not exceed 450 inch pounds or 90 pounds of force measured with a spring scale fish scale 5 inches from the shaft center Note that after several thousand operational hours the door may begin to warp If you think your door is slightly warped the StarTip on page 14 may be helpful It would be a good idea to read it before reading the next section If the gap or preload is incorrect the fixed position of the hook must either be raised or lowered To do this 1 Open the crew door 2 Turn the door handle until the pin Figure 6 con Figure 4 above left By placing a combination square A against the latch hook B a measurement of the hook s upward travel can be made with a feeler gauge Figure 5 above right The hooks latch on the stirrups nected to the latch hook is lined up with the slot or hole
46. t should be completely depressurized before jettison ing the crew door Another jettison problem occurs if the crew door comes open in flight The pressure exerted by the slipstream on the door can stress the hinges and lower torque tube so that the door cannot be jettisoned Now that we have a basic understanding of the general system let s talk about how to check and adjust it For the purposes of this article we will assume that the entire system is assembled on the aircraft HINGE Mn PITTING ee BUSHING cl HINGE PIN niente a ae PIT Tibia FTSHIA A DOOR KEPT JETTISON POSITION POSITION Previous Page Table of Contents Next Page CHECKING THE NORMAL SYSTEM The most important part of the crew door rigging is the adjustment of the latch hooks While it s generally true that what goes up must come down it is also true that if your latch hooks don t go up far enough before they come down your crew door will not be securely locked Once you understand how the hook mechanism works it is easy to understand the rest of the normal system and how it can be adjusted Figure 3 shows three different positions of the upper torque tube latch hook link Position B is the center posi tion It is the topmost position of the link At B the hook is exerting the most pressure on the door and is giving it its tightest seal But at position B the link is also at its most unstable
47. tents Next Page August 1979 marks the beginning of the second decade of Hercules service with the Royal Norwegian Air Force RNoAF In the late 1960s Norwegian leaders saw the need for a tactical cargo personnel carrier to cover both Air Force and Army requirements A major part of its mission would be to make several scheduled flights each week to link the military bases along an approximately 1000 mile 1600 km span from the Arctic Ocean in northern Norway to the North Sea in southern Norway The C 130 Hercules was chosen to fill the need In the last ten years of service RNoAF has found many uses for these aircraft that were not originally planned Two of the aircraft are earmarked as part of the United Nations peacekeeping forces In this role Cyprus and the Middle East have become well known destinations for the crews of these humanitarian C 130s Dangerous and daring missions have been flown by the Norwegian mercy birds such as the one to Nicosia Cyprus in the summer of 1974 when the fighting erupted onto the airfield and several of the other aircraft were destroyed The RNoAF C 130 escaped with minor damage For the last year the RNoAF has used its Hercules for weekly roundtrip flights between Norway and Beirut Lebanon Several missions have been performed for the Norwegian Red Cross and Norwegian Church Relief during these 10 years Peru Ethiopia Liberia Bangladesh Iran and Turkey have been destinations or oper
48. tor who previously had facing problems Since changing to epoxy bond he has accumulated 11 500 hours on 14 airplanes without any problems The new shoe also uses this type of bonding The recommended epoxy adhesives arc 3M Company s EC 1 75 B A and Ciba Geigy Company s Araldite 106 The following is the epoxy bond procedure for the MLG upper shoe facings Figure I Modified swivel bracket P N 3317786 Racing BEL ime 17 UPPER THACH meti bear Pihi Iori Fea Figure 2 Redesigned upper track shoe Upper track shoe assembly ILERATEO PLATE Previous Page Table of Contents Next Page FACING APPLICATION First thoroughly clean the bonding surfaces using cloths and aliphatic naptha TT N 95 trichloroethanc O T 620 methyl ethyl ketone TT M 261 or acetone O A 51 Do not air dry the surfaces wipe the area dry with a clean cloth CAUTION Exercise care naptha methyl ethyl ketone and acetone are flammable Provide adequate ventila tion Prefit the facing on the shoe and apply a strip of UU T 106 or equivalent masking tape on the non serrated side of the shoe butting the tape against the facing edge This will provide a reference line to assure proper fit when bonding Using either 3M Company s EC 1751 or Ciba Geigy Company s Araldite 106 epoxy apply a thin film of adhe sive to all joining surfaces Mix adhesive per manufactur er s instructions and observe the pot l
49. u need Tighten each jamnut to a torque of 48 to 55 inch pounds after fmal adjustment Door Handles The Inside Door Handle Area Figures 7A 7B and 7C show what the inside door handle area should look like Check the following measurements il See Figure 7A There should be an angle of 34 degrees between the vertical centerline of the bracket and a line between the center of the handle connection shaft and the center of the attaching hole where the rod Jl is connected to lever JB 2 See Figure 7B The distance between the top of the bracket and the center of the attaching hole where rod J2 is connected to lever JB should be between 0 40 and 0 60 inch 3 See Figure 7C The distance from the center of the end of the handle to the bottom forward corner of the bracket should be between 4 00 and 4 40 inches These measurements can all be brought within specifica tions by adjusting the lengths of rod Jl J2 N5 and N4 Note It is important to remember that the heads of the bolts that hold rods Jl and J2 to lever JB must face in board Those that hold rods N4 and N5 to lever NF must face outboard Now that the items of the inside door handle area are positioned correctly we can check for binding Use the following method to do this 1 Open the door 2 Attach a spring scale to the handle 1 1 2 inches from the end Figure TA BRACKET a ae i faaAce iT I i RANDLE EENTER OF HANDLE ATT ACHEY Cie CT
50. versatility even more Two of the proposed new variations of the Hercules are the Wide Body STOL short takeoff and landing aircraft WBS and the improved Volume Loadability and Speed aircraft VLS They would each have a maximum pay load capacity of 68 000 pounds 30 840 kg at a 2 5 G load factor and 98 000 pounds 44 450 kg at a 2 0 G load factor This increase over the 45 000 pound 20 410 kg maximum payload of the latest baseline Hercules model at 2 5 G load factor would be made possible by the use of a restructured wing and the new Hamilton Standard 14 foot 4 3 m diameter 4 blade propellers The WBS would have a 3 way stretch in the cargo com partment It would be 19 inches 48 3 cm wider 28 inches 71 1 cm taller and 80 inches 2 0 m longer than that of the present baseline Hercules The resulting com partment would measure 48 1 feet 14 7 m long 11 7 feet 3 6 m wide and 11 3 feet 3 4 m high With a 27 000 pound 12 250 kg payload at 3 0 G load factor the WBS could land in a distance of 1 810 feet 553 m Other modifications would include a larger chord rudder a larger dorsal fin the addition of roll control spoilers changing the single piece Fowler flaps to compound double slotted flaps modification of the landing gear and installation of a flush mounted aerial refueling receptacle above the flight station This version can airlift 95 of an Army mechanized infantry brigade s equipment other than the ma
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