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Vol. 2, No. 1, January - March 1975

A SERVICE PUBLICATION OF
LOCKHEED-GEORGIA COMPANY
CONTENTS
A DIVISION OF 3 Flight Line Obstacle Course
LOCKHEED AIRCRAFT CORPORATION

4 How To Move An incomplete Hercules

Editor
Jay V. Roy 9 Polytetrafluoroethylene (Teflon)

Associate Editors Lining For Oxygen Servicing Hoses

James W. Buttram
James A. Loftin 10 Hercules High Energy Brakes

Art Direction & Production 12 New Alloy

Anne G. Anderson For JetStar Landing Gear Shock Struts

14 New Filter Elements

For Hercules Hydraulic Systems

StarTips
13 Hercules Crew Entrance DOOR OPEN
Warning Light Switch Adjustment

Product Support
Director T. J. Cleland

COVER: Italian Air Force C-130 Customer Service Division

Hercules of the 46th Aero Brigade, Pisa
Italy. Manager D. L. Braund

Field Service & Inventory Mgmt A. H. McCrum

JetStar Support & Customer Training J. L. Thurmond

Spares Stores & Shipping A. R. Love

Published by Lockheed-Georgia Company, a Division of

Lockheed Aircraft Corporatmn. Information contained in
this issue is considered by Lockheed-Georgia Company to
be accurate and authoritative it should not be assumed,
Customer Supply Division
however, that this material has received approval from any Manager M. M. Hodnett, Jr.
governmental agency or military service unless it is
specifically noted. This publication is for planning and Supply Procurement R. C. Weihe
information purposes only, and it is not to be construed
as authority for making changes on aircraft or equipment Supply System & Inventory Control C. K. Allen
or as superseding any established operational or
maintenance procedures or policies The following marks Supply Sales & Contracts H. T. Nissley
are registered and owned by Lockheed Aircraft
Supply Technical Support H. L. Burnette
Corporation: “Lockheed”, “Hercules”, and
"JetStar". Written permission must be obtained f r o m
Lockheed-Georgia Company before republishing any
material in this periodical Address all communications to
Editor, Service News, Department 64-22 Zone 278,
Lockheed-Georgia Company, Marietta, Georgia, 30063
CopyrIght 1975 Lockheed Aircraft Corporation.

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 the safety precautions that can be found in your Hercules
Maintenance Manuals. For instance, remember that the
nose landing gear is not to be turned beyond its limits
when towing the airplane in a turn. Also, never turn the
nose gear with the towbar when the wheels are not
rotating.

Here is another important thing to remember about

towing (or taxiing) an airplane in a turn. Be considerate
of the wing tip observers. If other airplanes or
obstructions are around the towing area, these two men,
one at each wing tip, are required to walk below the tips
to warn the crew if there is a possibility of a collision.

It is surprising how fast the wing tip travels on the outside

of a sharp turn. It may be more than the wing tip
Towing or taxiing the Hercules requires the same general observer can do to keep up with the tip, even if he runs.
precautions as does any other airplane in motion. A shortcut is not the answer because he will lose
perspective of the tip and the objects he is to warn
Characteristics peculiar to the Hercules which relate to against. This factor has been overlooked several times in
ground handling will be found in your Hercules the past resulting in expensive repairs.
Maintenance Manuals covering these activities. We do
want to point out how to avoid some unfortunate The tractor driver (or pilot in taxi operations) must be
situations which can occur when details are overlooked considerate enough of the wing man and concerned
while moving airplanes on the flight line. enough for safety to slow down to a reasonable speed
when approaching a turn.
Preparation for towing a Hercules airplane fully equipped
is not confined to just attaching a tractor of adequate On the following pages we continue this discussion with
power by means of a towbar with fittings that match another aspect of ground handling - that of towing and/or
3
those provided on the Hercules. It is necessary that you jacking the Hercules with certain major components
know the maneuvering limitations for this airplane and removed.

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 How to Move an
b y Karl Porter, Commercial Hercules Engineer, Senior

The occasion sometimes arises when it is necessary to Center of gravity limits found in the maintenance manual
move a Hercules while major components are removed. for jacking the Hercules should also be used for towing.
Observe and stay within the maximum towing speeds and
Every situation must be evaluated individually; however, the minimum turning radius given in the maintenance
the following offers some general guidelines for movement manual.
of the Hercules with certain major components removed.
These examples are applicable only to the standard size Balance must be maintained whether the airplane is in
(97 foot) airplane in its cargo configuration. Your aircraft motion or standing with components removed. A simple
may be a “stretched” model or modified in such a manner formula for balance is employed to compute the amount
that the following would not apply; therefore, it is of weight that must be used to compensate for major
recommended that you review the aircraft records. components when they are removed.

Please note that extreme caution should be exercised (W) - (A)=M; Where: W=Weight
when moving an incomplete Hercules. Stop the action A=Arm
immediately if there is any indication that the airplane M=Moment
may be unbalanced. Other than that, our
recommendation is to use your handbooks and good A MOMENT is a numerical value representing the effect
judgment as factors in limiting things like - how fast, how of a force at a given distance (ARM) from a specific
far, and how much incline can be allowed and still remain reference point. An ARM always represents the location
within safe limits. of the center of gravity of the weight in question. Any

OUTER WING STATION 0

CENTER WING STATION 220

r
(A RM 4 4 4 )

576 (A R M 400”) 196 84.3 ,

OWS 82
I ARM 0 I
(A RM 3 0 2 ” )
ARM 85.6 ARM 85.6

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Hercules While weighing the Hercules is not your objective, and is
not the subject of our article, a large part of the data
found in manuals on this subject will be essential to your
calculations for the amount of ballast necessary and where
it should be placed.
CENTER OF GRAVITY (cg) location must be controlled
units of measure for weights and distances could be used,
within limits in two directions fore-to-aft and
providing the same units were used consistently to
side-to-side. (remember that a reference to an ARM is a
complete a calculation.
cg location.) First, let’s take a look at fore-to-aft center
However, the known data provided for the Lockheed of gravity.
Hercules is in POUNDS for WEIGHT and in INCHES for
ARM, or distance, denoting fuselage stations and wing FORE-TO-AFT BALANCE
stations. The Weight and Balance Manual for your aircraft
includes charts showing “stations” layouts and Removal of the four main power plants will create an
instructions about their use. unsafe towing condition as well as a condition that would
leave the airplane subject to damage from the wind if
A working knowledge of the Hercules station locations is parked out in the open.
necessary to avoid the necessity of actually measuring
ARM distances. All four engines, inboard and outboard, on the Hercules
have the same fore-to-aft ARM. The reason for this is that
You probably have recognized the importance of the the four engines are lined up evenly along the almost
Station Location concept used in the Hercules. This straight leading edge of the Hercules wing.
concept not only identifies the location of things but
simplifies the calculations necessary for weight and POUND FOR POUND - If it is easy to load the ballast at
balance, whether for loading cargo or for distributing the same ARM location as that of the components
ballast to compensate for components removed. removed, the weight of the ballast should be the same as

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 the total weight of the components. For example, if all
four engines and propellers are removed, ballast weighing
15,612 pounds can be evenly distributed over the cargo
floor centering around fuselage station (FS) 43.5 which is
the same as the ARM of the four engines collectively.

A situation where things balance - Removal of all of the

empennage group components and the four power plants
will create an unsafe condition unless the proper removal
sequence is followed. Remove all the empennage group
components first; then remove the four power plants,
after which no ballast will be required.

The Pound-for-Pound approach is not often the most Weights are suspended from jack fittings on the Hercules nose
practical and so it may be necessary to calculate the section to stabilize balance during assembly at Lockheed-Georgia.

moment for the components to be removed, (M=WA).

fittings, P/N 372447-1, may be installed and 1,255
When removing components and adding compensating pounds of ballast (weighted oil drums or other suitable
ballast, the ARM is not a Fuselage Station but it is the weights) may be added to each fitting for a total of 2,510
distance from the original aircraft cg to the removed pounds. To prevent damage, be sure the suspension of the
component or the distance from the original aircraft cg to ballast will clear the fuselage.
the ballast added cg.
Please note that load limits of these jack fittings and
Select the Fuselage Station of a suitable ballast location. fuselage structure must not be exceeded. Each jack pad
Use the station layout chart to determine the ARM. fitting and structure is good for 2,000 pounds.
Divide the ARM into MOMENT to get the necessary
ballast WEIGHT, (W= SIDE-TO-SIDE BALANCE

6 For example, let’s say you had an aircraft that weighed During towing operations, preventing dislocation of the
70,000 lb. with a center of gravity at FS 535. You want center of gravity to either side is extremely important
to remove one propeller assembly and then ballast the since the main landing gear is located at the fuselage near
aircraft back to the original center of gravity (i.e., the basic airplane center of gravity.
FS 535). Suppose the only location for ballast is at FS
300. The propeller cg is at FS 380 which is 155 inches FUEL BY THE POUND - One of the easiest ways to
forward of the aircraft cg. The MOMENT effect felt by compensate for removed weight where engines and/or
the aircraft is -166,780 in. lb. The ballast location of FS propellers are removed from only one side is to transfer
300 is 235 inches forward of the aircraft cg. So we want fuel from the opposite wing to the side needing ballast.
to overcome -166,780 in. lb. at a distance of 235 inches. Ah, but you say the handbook has a restriction limiting
Divide 166,780 in. lb. by 235 inches and get 710 lb. of you to 1,000 pounds difference between opposite fuel
ballast. This will return the aircraft to the original cg of tanks and no more than 1,500 pounds difference between
FS 535. See chart below. wings. That restriction is not a structural one, but a flight
restriction to prevent “running out of roll (aileron)
Divide the ARM into MOMENT to get the necessary control” during landing at low speeds and low gross
ballast WEIGHT, If the WEIGHT is in weights. Further, it is to keep the aircraft from tilting too
predetermined increments you should adjust the ARM by far while on the ground - so, why not transfer fuel to
dividing the MOMENT by the WEIGHT maintain side-to-side balance.

Here is another way to achieve the same basic center of Just remember to transfer the fuel back when the engines
gravity with engines removed. The forward fuselage jack and/or propellers are reinstalled.

Inch - Pounds

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A typical fuel control panel, accessible from the ground, for fuel One end of a torque strut is shown connected to the bottom of a
transfer between tanks, as well as for fueling and defueling t h e MLG shock strut. Similar connections at each end hold the two
Hercules. wheels, on either side, in alignment.

Another way to achieve balance side-to-side is to remove Therefore, special attention should be given to the center
an object on one side of the airplane, such as an outboard of gravity location when one or more rear main landing
power plant or wing, when it is necessary to remove a like gear parts are removed.
item on the other side.
The torque strut is vital to prevent the lower portion of
For example - removal of the left or right outer wing will the main landing gear shock strut (axle and wheel) from
produce an unbalanced condition which will be unsafe for 7
twisting - or turning out of alignment. Therefore, the
towing. Prevent this unsafe condition by also removing loose end of the torque strut (that is the end where the
the opposite outer wing. strut is removed) must be secured in some manner within
the wheel well to prevent the installed wheel from
Other examples - Removal of the left or right outboard twisting.
power plant will produce an unbalanced condition which
will be unsafe for towing. Prevent this unsafe condition Here are two methods that have been employed in the
by removing the opposite outboard power plant. past:

Both outboard power plants should be removed before Where the main landing gear strut has been removed for
removing either inboard power plant when all four of maintenance and no structural damage exists within the
them are to be removed. Why? To maintain side-to-side wheel well, the torque strut may be secured to the main
cg, close to the center line, within limits specified in your landing gear “shelf bracket” or other structure with a
maintenance manual. cargo tie-down chain or heavy rope.

As pointed out previously, not all factors in unusual Where structural damage exists in the wheel well, it may
circumstances are predictable so we include alternate be necessary to fabricate some bracketry to secure the
approaches to accomplish the same results, leaving the loose end of the torque strut.
choice to be made on site. Whether you choose to achieve
balance by transferring fuel, using sandbag type ballast, or Keeping in mind that it makes a difference as to whether
by removing an equal and opposite major assembly, can the forward or aft strut is removed, be sure to adjust the
depend on the fuel situation, availability of ballast, the center of gravity as necessary. The same thing applies if
surface of the flight line or parking area, etc. you have removed two main landing gear struts (one on
each side of the airplane).
What about moving a three-legged bird (one MLG strut
removed)? STRUCTURAL COMPONENTS

Normally, the completely assembled airplane’s center of Questions also arise from time to time concerning towing
gravity is just aft of the forward main landing gear. the airplane with fuselage and wing components removed

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 which carry structural loads in normal operations, such as Note that it is generally much easier to remove or install
floorboards, wing access panels or leading edges. As wing leading edges and access panels if the airplane has
anyone who has removed any of these components been de-fueled.
knows, they are difficult to remove and even more
It is structurally safe to tow the aircraft with either or
difficult to install, especially if the aircraft has shifted or
both the cargo ramp and aft cargo door removed. As
has been moved. A good rule is to place the item back
could be determined earlier by checking fore-to-aft center
into position and secure it with an appropriate number of
of gravity, no ballast is required when the cargo ramp and
the corner fasteners prior to towing the aircraft. Also,
aft cargo door are removed.
floor boards the full length of the cargo compartment
should be secured with enough fasteners to hold. There should be no damage to the airplane if you have
Generally, the center floor boards are preferable; however, exercised good judgment along with the proper
treadway floor boards are adequate. Floor boards procedures consistent with the Maintenance Manuals
through the main landing gear area must be installed. applicable to your Hercules.

WEIGHT ARM WEIGHT ARM

COMPONENT (Pounds) COMPONENT (Pounds)
(Inches) (Inches)

1. Propeller (with spinner) 1,076 380 12. Tail Cone 43 1,158

2. Power Plant (dry engine) 2,827 455 13. Aft Cargo Door 731 956
3. Wing Leading Edges LH or RH 14. cargo Ramp 1,135 508
A. Center Wing 71 496 15. Main Gear Wheel (Complete 392 Fwd 523
B. Inboard-outer wing 104 496 with tire and tube) 392 Aft 583
C. Outboard-outer wing 162 501 16. Main Landing Gear (one gear
4. Outer wing (dry) 4,112 557 complete with wheel, tire, and
5. Aileron 205 583 brake) 1.073 Fwd 523
6. Outer Wing Flap & Carriages 276 620 1,073 A f t 583
7. Center Section Flap & Carriages 147 630 17. Nose Landing Gear 573 167
8. Horizontal Stabilizer Assembly 2,104 1,079 18. Radome 218 67
9. Elevator (inboard counterweight 19. Wing Pylon Tank (dry and less
removed) 270 1,116 pylon Attachment bolts) 627 561
10. Vertical Stabilizer 976 1,052 20. Wing Pylon Tank Installation 791 561
11. Rudder (not including balance 21. Wing Pylon Support (less wing
weight) 172 1,139 attachment bolts) 143 556

18 17

EDITOR’S NOTES moments for a variety of loads at different Locations.

The Weight and Balance Data handbook is regularly
used while loading the Hercules, in checking weight and T.O. 1-1 B-40 and AN 01-1 B-40 for Hercules follows a
balance, and in weighing the airplane when required. For standard outline for all airplanes except that the data in
example, SMP521 is for Lockheed Model 382B Hercules. this edition is specifically tailored for a Hercules
Included in this manual are charts giving calculated configuration.

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POLYTETRAFLUOROETHYLENE

We have some additional information to be used in When servicing the oxygen system, all the service cart
conjunction with “Oxygen safety” which appeared in the equipment must be kept a safe distance (8 to 10 ft.) from
Vol. 1, No. 1, January - March 1974 issue of the Service the aircraft - except the service hose. In some cases the
News magazine. This information concerns oxygen hose is pulled inside the airplane to reach the connectors.
servicing hoses and there is an important detail that we In other cases, the bottles are removed for servicing or an
feel should be emphasized because it has been overlooked external oxygen service connector is utilized. There is
at times. Apparently, because so many high quality hoses some degree of hazard associated with each of these
look alike, some industrial type hoses have been methods. Therefore, the service hose should not be a
erroneously used for servicing airplanes with oxygen. weak link in the safety precautions.
Some of these create a hazard because of their
composition. We welcome subjects on safety and will include short
items as well as full length articles when the need comes 9
It has been pointed out that the kindling temperature of to our attention. If you have any suggestions, please let
many materials, considered safe and noninflammable, us know.
becomes much lower as the percent of oxygen increases.
In other words, a small amount of heat can start a fire or
explosion in 100% oxygen. Fire can start inside an
ordinary hose from elevated temperatures produced by
resistance to high pressure flow, or from sudden
compression.

A fire may be created by the inadvertent contamination

of the oxygen servicing equipment and system. This can
occur through the use of servicing hoses that are not
compatible with high pressure oxygen. For example, the
inner liners of certain hydraulic or pneumatic hoses are
constructed of nitrile or neoprene rubber. These rubbers
use plasticizers that, with time, age, or heat, tend to
“bloom” and surface an oily substance on the inner liner.
The presence of this oily flammable plasticizer in the
inner liner of the servicing hose can create a serious fire
hazard. For this reason, a hose with an inner liner of pure
polytetrafluoroethylene (Teflon) should be used that
conforms to specification MIL-H-26633B, Hose Assembly,
Polytetrafluoroethylene, Oxygen. This specification
includes a requirement for a teflon-lined hose assembly
that is banded with a metal band showing this
specification number and other specific information.

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 by CHARLES R. BUSH Design Engineer Specialist

AS MOST PEOPLE in the industry know, airplanes tend The extra disks, with their greater torque, give faster
to grow in size and weight through the years. It’s as deceleration stops with less brake fade; and the chance of
inevitable as progress itself and the bigger airplanes get, checking in at the parking ramp with hot brakes is
the harder they are to brake to a stop when landing. lessened. With this added stopping power, the Hercules
can land in even shorter distances an easy achievement for
The Lockheed Hercules is no exception. From 124,000 a bird already known and respected for its short field
pounds on the original C-130A model, the Hercules’ gross performance.
takeoff weight has increased to 155,000 pounds on the E
and H models now flying, with an over gross takeoff Check these other tri-metallic (as it is also called) brake
weight of 175,000 lbs. Naturally, this added weight put system advantages:
extra stress on the commonly-used single disk brake
system which was never designed to stop up to 77 1/2 tons LOWER OPERATING COSTS - the direct result of
of airplane. longer brake life due to a much lower wear rate of the
sintered metallic lining, and to the fact that many of the
So it was time for a change. Accordingly, Lockheed heat sink components have wear pads that can be
current production Hercules are equipped with a new replaced. With the new brakes, Operators are reporting
Goodyear high-energy, multi-disk brake system. Earlier ten times as many landings between wear parts
C-130E and HC-130H airplanes have been retrofitted by replacements.
10 T.O. 1 C-130-778 to incorporate the new brakes and LESS MAINTENANCE - required simply because the
associated wheels. brake doesn’t call for overhaul as often. And the
multi-disk tri-metallic brake has housing cylinder sleeves
What’s better about the multi-disk brake system? Plenty. which do away with the need to discard the housing
First of all, you get substantially more, 60 percent, kinetic because of damaged cylinder walls.
energy capacity - stopping power - at a weight increase
of only 30 percent over the single disk brake. GREATER RELIABILITY - thanks to the tri-metallic

si ngle Disk
Brake Provided
o n E a r l y
Hercules
Models

Tri-Metallic
Multi-Disk
Brake with
Greater Stop-
ping Power

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brake’s greater stopping power and its better high The rotating disks have a bonded lining of bronze based
temperature performance. Its operating temperature limit friction material, while the non-rotating friction parts
is 60 percent higher than that of the single disk brake. have replaceable rivited-on wear pads. Note the 12
pistons instead of four (all 12 brake returns are separate
In general, maintenance procedures for the two brake from the pistons). The tri-metallic brake has piston
systems are similar. There are, however, certain basic cylinder sleeves sealed by static O-rings as well as by the
design differences you’ll want to bear in mind. For dynamic piston seals. A synthetic rubber piston boot
instance, the tri-metallic brake has four rotating disks, keeps dirt out of the area.
three stationary disks, a back plate, and a pressure plate;
the older system has only one rotating disk (see Now, we’ll show you the difference in maintenance tasks
illustrations). for the two brake systems and. describe the tasks for each.

TASK TRI-METALLIC (MULTI-DISK) ORGANIC (SINGLE DISK)

Apply brake pressure. Return pins on back of pistons

to be or 3/8 inch below the surface of the adjust-
Apply brake pressure. Base of nuts on two wear indi-
Inspection of ing nut (depending on brake P/N) when brake wear
cators diametrically opposite on housing to be flush
brake ““ear. has reached recommended removal limit. Distance
with housing when brake wear has reached recom-
b e t w e e n h o u s i n g a n d d i s k t o b e l e s s t h a n 15/16 or
mended removal limit.
l-l/B inch minimum for removal (depending on brake
P/N). Distance between end of piston and brake to be
1 / 8 inch or less for removal.

Remove brake bolts. Remove return pin nuts to allow

Remove disk stack. removal of grip and tube sub-assembly and to free the Remove brake bolts.
pressure plate.

Remove insulator screw and insulator, Screw return

Remove pistons. pin in the insulator screw hole in the piston and pull Push piston from housing using Arbor press.
piston from housing.

Remove cylinder Carefully remove the cylinder sleeve using a good 11

sleeve. 2 1 / 8 inch hex socket or an open-end wrench.

Replace rotating disk when worn to a thickness of

0.270” or less. Inspect wear pads on pressure plate, Inspect rotating disk for wear shrinkage and dishing
stationary disks and back plate for (1) attaching rivet Minimum disk thickness is 0.925”.
tightness, (2) cracks or damage, and (3) curling.

Inspection o f Replace wear pads as required. Minimum disk diameter is 21.060”.

disk stack.
Cold straighten the base plate after ““ear pads have
Maximum disk key slot width is 0.938”.
been removed, if required.

Minimum pressure plate thickness is 0.345”.

Minimum stationary disk thickness is 0.355”. Minimum lining thickness at outer edge is 0.125”.
Minimum back plate, and pad, thickness is 0.610”.

Coat all bearing surfaces of bolts, washers and nuts Coat all bearing surfaces of bolts, washers and nuts
Assembly of brake. with anti-seize compound. Torque cylinder sleeves to with anti-seize compound. Torque brake bolts to:
55 foot-pounds. Torque brake bolts to 50 150 foot-pounds small bolts. 300 foot-pounds - large
foot-pounds. bolts.

Apply 3000 psi several times and release. Minimum

Testing. clearance between pressure plate and rotating disk Functional testing using 1792 psi.
should be 0.090” minimum with 75 psi back
pressure.

A striking difference in the performance of the two brake tri-metallic brakes. As with any brake system, use the
systems is the way the tri-metallic brake keeps working brakes sparingly - and be sure your Hercules will stop
and working in spite of abuse and over-use. But, when and where you want it to.
remember that the new system gives no warning signal
when it’s being abused, while the single disk brake will
show brake fade. So, to ensure maximum performance
and life, guard against unknowingly overworking the

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 JetStar landing gear shock, struts are now being manu- Your JetStar Handbook of Operating and Maintenance
factured from a new aluminum alloy, 7049-T73, which Instructions and JetStar Illustrated Parts Breakdown pro-
was specifically developed to resist stress corrosion. It is vide the basic instructions necessary to accomplish re-
only recently that such aluminum alloys with suitable placement of the struts. The new information is in the
strength for use in landing gear struts have become Service Bulletin 329-266 and on Lockheed-Georgia
available, Company Drawing JLK27. These two documents are
included in each kit. A separate kit is available for each of
You probably have already learned about the use of this the three landing gears. Reference to the strut kits are A
new alloy from JetStar Service Bulletin 329-266 and from for the left MLG, B for the right MLG and C for the NLG.
JetStar Operators Maintenance Reports, OMR A12 and ,
OMRA31. For more information or to place an order contact:

The new cylinder assemblies a n d related parts have been Lockheed-Georgia Company
available from Lockheed as preferred spares for about a JetStar Support
year. Many operators have replaced original struts with Dept. 64-22, Zone 287
these of the new alloy when stress corrosion cracking was Marietta, Georgia 30063
discovered or when replacements were necessary for other
reasons, Inspections required by JetStar Service Bulletin or calI (404) 424-3281
329-267 are cancelled on the replacement gear cylinder
assemblies because of the resistance of the new alloy to
corrosion.

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HERCULES CREW ENTRANCE DOOR OPEN (4) Now open the door so you can fit the second
WARNING LIGHT SWITCH ADJUSTMENT step of the tool against the switch bracket
(same place on bracket as previously used).
by F. A. Hehmeyer, Service Representative
(5) Adjust the switch to actuate when the roller
is even with the rod end. Any convenient
The following procedure has proven beneficial to straight edge across the roller and rod end can
Hercules maintenance personnel around the verify evenness.
world.
All of your adjustments on the switch are out in
It involves adjustment of the crew entrance the “open” so that accuracy is easy to
DOOR OPEN warning light switch with the aid of accomplish.
an easy-to-make tool described in our illustration.
After you tighten the bracket mounting screws,
Use this tool in the following steps. close the door for a check.

(1) With the door closed securely, place the first THE OTHER SWITCH - You know that the
step of the tool against the aft, inboard side crew entrance DOOR OPEN light can receive
of the switch mounting bracket. current through another microswitch which is
turned off by the latch mechanism when it is in
(2) With the door in the closed position, adjust the latched (over center) position. Presently,
the tool rod so it will touch the striker plate, Service News doesn’t have a special tool for this
on the door, adjacent to the contact point of switch, but we did not want to ignore the
the switch actuating arm roller. possibility of its being out of adjustment, also.
Your Hercules maintenance manual is our
(3) Tighten the thumb screw so the rod will stay recommended reference if the simple approaches
at this specific length. are not effective. 13

FIRST

SECON
STEP

HUMB
CREW

THIS END OF ROD

T O U C H E S STRICKER PLATE

MATERIAL:

Bar, Tool Steel

3/32” Drill Rod
Thumb Screw

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 Beginning with Lockheed Serial Number LAC 4499, a
new type of filter element is being installed in production
airplanes (Commercial, Foreign Direct, and Military) at
five locations in the Hercules hydraulic systems. Four of
these are three-micron absolute elements and one is a five-
micron absolute element. This element change does not
require a change to the filter bowls since the new elements
are directly interchangeable with the old elements which
they replace.

Since the new elements are interchangeable with the old

elements, Lockheed Engineering stongly recommends that
all commercial and foreign direct operators, and military
operators (C-130B and up), replace their existing filter
FOR HERCULES elements with these new FAA and military approved
elements on an attrition basis.
HYDRAULIC SYSTEMS
Four of the old elements were disposable, with the utility
system main return element being the only cleanable
type. All five of the new elements are disposable.
by John Walters, For the time being, the schedule currently stipulated in
Design Engineer, Senior the handbook for replacement of the old elements should
be followed for the new elements. A service test is
currently being conducted that will furnish data which
hopefully will show increased service life for the new
elements.

14 Testing at Lockheed reveals that the new elements result

in the contamination count level of the hydraulic system
being lowered several classes within a very short opera-
tional period. These tests further reveal that silt particles

Filter element at right is typical of the ones previously used in the The new elements are for existing hydraulic filters located near the
subject hydraulic systems. The element at left is a new one. The reservoirs for the systems they serve. The filters in the Booster
outer protective wire screen is a distinguishing feature. Part Hydraulic System are typical, as shown in the photograph above.
numbers are stamped into the bottom of each element. Consult your Maintenance Manuals for servicing instructions.

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(smaller than 10 microns), which are not counted during decrease in pump failures with the advent of fine
the contamination count process, are drastically reduced filtration.
in number. Theoretically, these silt particles cause most
of the wear in hydraulic pumps, motors, and spool-and- The following chart identifies the filter elements by their
sleeve type valves. A Navy program, which was closely location and old part numbers, with new replacement part
monitored on the A-6 and F-4 aircraft, showed a 17% numbers in the last column.

The new elements can be procured from:

Lockheed-Georgia Company
Department 65-11, Zone 287
86 South Cobb Drive 15
Marietta, Georgia 30063

PROJECTED PRODUCT IMPROVEMENT

The single point fill system allows servicing of all of the
Lockheed is preparing a service bulletin for foreign direct three Hercules reservoirs from one position, with fluid
operators which directs installation of a single point being pumped through a three-micron filter prior to
hydraulic reservoir fill system and sampling valves. If entering each respective reservoir. The sampling valves
sufficient interest is expressed by commercial operators, a provide an easy means of drawing a representative sample
service bulletin could also be published to cover com- of hydraulic fluid from each system for contamination
mercial Hercules aircraft. count analysis.

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CUSTOMER SERVICE DIVISION
LOCKHEED-GEORGIA COMPANY
A DIVISION OF LOCKHEED AIRCRAFT CORPORATION
MARIETTA, GEORGIA, 30063

Thirty-six countries, not counting the United nations outside the U.S. currently have plant
States, have bought nearly 400 Lockheed representatives stationed in Marietta to monitor
Hercules propjet airplanes. Total Hercules sales manufacture of their Lockheed-Georgia aircraft.
have exceeded 1,400 airplanes.
The success of the Hercules is due, in part, to our
Lockheed-Georgia has hosted more than 2,000 emphasis on continuing Product Support,
visitors from 77 different countries in the past including deployment of Lockheed Field Service
year. Students from 11 nations have trained in Representatives under contract to Hercules’
1974 at the company’s Marietta plant; and 10 operators anywhere in the world.

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