Lockheed Martin SERVICE NEWS (September 1980)

A SERVICE PUBLICATION OF

LOCKHEED-GEORGIA COMPANY

A DIVISION OF

LOCKHEED CORPORATION

Editor

Charles 1. Gale

Associate Editors

James A.Loftin

Steve Palmer

William H. Shepherd

Patricia A. Thomas

Vol. 7, No. 3, July - September 1980

C. H. Dallas

CONTENTS

2 Focal Point

C. H. Dallas

The successful operation, maintenance, and overhaul of our products is dependent upon the infor-

Chief Design Engineer

mation provided by our technical manuals. The support of our products is of utmost importance

to us at the Lockheed-Georgia Company, and our Engineering Service Publications Division is a

3 C-130 Technical Publications

vital part of this support. We are dedicated to bringing to our customers accurate, complete, and

How the Lockheed technical manuals

easily understood information for operation and maintenance at all levels.

are prepared, and what publications are

available to Commercial and Military

Preparing and maintaining all of the engineering service publications for our aircraft and equip-

Hercules aircraft operators.

ment is a substantial task. Some concept of the scope of our activity can be obtained by being

aware of the number of volumes and pager required for the C-130, L-100, C-141, C-5, and the

10 MLG Manual Gearbox

JetStar aircraft. The service publications for these aircraft consist of 4960 volumes of more than

Proper operating technique in the

1,000,000 pages of text and illustrations. During the past four years, we have been computerizing

all the new and changed manuals in order to reduce the cost of preparation and updating. We ex-

shifting process.

pect that this will enable us to better serve you -our customer.

13 Shock Strut Servicing

Beginning on page 3 of this issue, there is an article about our technical publications group, and

New charts, and changes in methods

what is involved in producing technical material. In future Service News issues, there are plans to

of servicing.

include short articles on how to use these manuals and other technical publications.

19 StarTip

We welcome your inputs concerning the service publications at any time, either directly to our

Another Crease Great Improvement

Engineering Service Publications Division, or through our Lockheed Field Service Representa-

tives.

Sincerely,

Cover: This Indonesian Hercules aircraft is used

to support the government’s transmigration pro-

gram. The Hercules transports thousands of people

C. H. Dallas

from the larger cities to the less populated islands

Chief Engineer - Design

of Indonesia.

Published by Lockheed-Georgia Company, a Division of

Lockheed Corporation. Information contained in this

issue is considered by Lockheed-Georgia Company to be

accurate and authoritative; it should not be assumed, how-

ever, that this material has received approval from any

governmental agency or military service unless it is

specifically noted. This publication is for planning and

T. J. Cleland

Director

information purposes only, and it is not to be construed

as authority for making changes on aircraft or equipment,

or as superseding any established operational or main-

tenance procedures or policies. The following marks are

CUSTOMER

INTEGRATED

CUSTOMER

registered and owned by Lockheed Corporation:

SERVICE

LOGISTICS SUPPORT

SUPPLY

“

“Lockheed”, “Hercules”, and “JetStar”.

DIVISION

Written permission must be obtained from Lockheed-

DIVISION

Georgia Company before republishing any material in this

periodical. Address all communications to Editor, Service

0. L. BRAUND

J. L. THURMOND

M. M. HODNETT

News, Department 64-22, Zone 278, Lockheed-Georgia

DIRECTOR

DlRECTOR

Company, Marietta, Georgia,

30063. Copyright

1980

Lockheed Corporation.

Prepared to provide the customer with detailed instructions on the safest and most efficient methods

of operating and maintaining the Hercules aircraft.

by W. H. Hoeing, Manager,

Aircraft Publications Department

Manuals of various types are provided to a customer who

we are dedicated to the preparation of high-quality publi-

buys a new car, a tractor, or a bicycle. These manuals tell

cations. Our technical writers have a wealth of experience

the customer how to operate, maintain, and inspect the

and training in engineering and in the techniques required

product. When spare parts are available, information is

for the proper field operation and maintenance of our air-

supplied on how to order the parts.

planes. The artists who prepare our illustrations are also

equally skilled. We provide a mixture of text material and

Lockheed feels very strongly that with an air vehicle

illustrations in our manuals that we feel will best present

which is, by comparison, much more complex and costly,

to the user the descriptive and procedural information

our C-130 Hercules customers must be given the best that

that he needs.

we can produce in the way of technical manuals to sup-

port the airplane. Explicit instructions detailing the safest

In the process of preparing a new manual, our technical

and most efficient methods of operating and maintaining

writers make use of all the engineering drawings, and asso-

the airplane are what you expect to be provided, and the

ciated interim data that are used by our factory personnel

reputation of the C-130 depends on your having that in-

to produce and check out the airplane. A good deal of the

formation

- current with delivery of your airplane. It is

information that is needed in the manuals, however,

our intent to prepare technical manuals that will provide

doesn’t appear in any of the engineering documentation.

all of the information necessary to achieve that.

For this reason our writers have to maintain close con-

tact and coordination with the people in other organi-

On a few occasions we have received inquiries about trans-

zations who are specialists in the various disciplines of

lating our technical manuals into foreign languages. It is

airplane systems in such areas as design, the development

our current policy not to undertake such translations.

of ground support equipment, human engineering, safety,

While we understand that many of our customers need to

flight operations, structures, loads, aerodynamics, etc.

have manuals written in their native language, we feel that

they can do a more thorough job of translation than we

After the initial writing and illustrating phase of a new or

could. Each of our customers is far better able than we to

updated manual has been completed, it is checked to

translate our manuals into the language usage of his own

assure that it is technically accurate, and that none of the

people. If we attempted translations, we would also be

information necessary for the customer to adequately

concerned about the possibility of losing, or altering,

maintain the airplane has been overlooked. Each of our

some of the technical meaning of the material.

flight manuals is subjected to a detailed and critical review

by a committee which is composed of design, aerody-

Some Insights on How Publications Are Prepared

namics, and flight operations experts who are most capa-

ble of determining whether or not the manual will give the

Just by way of providing you with a bit of background

customer’s flight crew the best possible basis for safe and

about our Engineering Service Publications Division, our

efficient operation of the airplane. The aircraft manuals

sole purpose is to prepare and obtain the technical data

that cover maintenance, inspection, structural repair, car-

that is needed to support the products of Lockheed-

go loading, etc., are reviewed by the appropriate system

Georgia. The experience level of our people is extensive -

designers who review them for accuracy and complete-

most have been with Lockheed 20 years or more - and

ness.

The technical writers gather all the information necessary to prepare the text of the manuals.

The quality assurance process doesn’t stop there. After

We have been talking generally about the

“airframe”

any needed technical corrections resulting from the review

manuals - those that are used to operate the airplane and

of the manuals have been made by the technical writer,

perform flight line maintenance. Much the same process is

the publications are systematically reviewed by our team

followed in developing for our customers manuals that are

of technical editors. Their review is to make sure that

necessary for shop maintenance and repair of airplane sys-

nothing has been missed by the writer or the reviewers

tems, for overhaul of airplane system components, and for

that might cause doubt or misunderstanding.

operation, maintenance, repair and overhaul of ground

support equipment. In those instances where manuals of

Finally, the procedural information, such as removal and

this nature have been prepared for the U. S. Air Force or

replacement, operational checkout, adjustment, and rig-

Navy, we buy copies of the manuals and make them avail-

ging is actually used on an airplane to prove that the job

able to our customers. If the system, component, or

can be done in the way it is described in the instructions.

ground support equipment is not used by the U. S. Mili-

tary services, then we either obtain commercial publi-

The material, which has been in draft form thus far, is

cations from the equipment manufacturer or, if the hard-

now ready for the conversion to printed manuals and de-

ware is designed and built by Lockheed, prepare the man-

livery to the customer. This in itself is a somewhat in-

uals ourselves. Regardless of the source of the data, it is

volved task, during which continuing checks are made of

not delivered to one of our customers until we have re-

the material when it is typed in final form to ensure that

viewed it and satisfied ourselves that it is suitable for its

errors are not introduced and that the quality of the print-

intended purpose.

ed material is up to our standards. In this process we are

making increasing use of computers, and we expect that

There is one other very important publication

- the

this evolutionary process will continue as we find newer

Service Bulletin. Service Bulletins describe inspections

and better ways to get our job done.

that are required and provide information on how to

Technical artists use their talents to best illustrate the written text.

The editing and publishing group now uses the most up-to-date

computerized equipment to prepare the manual

material for printing.

change your airplane or airplane associated equipment. If

it is urgent that the information in the Service Bulletin get

to you as rapidly as possible, it is identified as an “Alert”

bulletin. The Alert Bulletin is first sent out by teletype

(TWX). It is then replaced with a printed copy which is

printed on blue paper so that it is easily recognizable.

Some examples of the types of things that result in the

Inspection-type Service Bulletins tell you why the inspec-

need for continuing changes to technical manuals are:

tion needs to be made, what airplanes or equipment are

After closely observing Hercules operations over a

to be inspected, how soon you should do it, what to look

long period of time in areas that are normally very hot,

for, and what to do if you fmd something that needs to be

sandy and dusty, we realized the need to develop oper-

corrected.

ating techniques that would minimize the wear and tear

on engines, propellers, air conditioning systems, flight

Modification-type Service Bulletins provide you with all

controls, etc. This information has been included in the

the information needed to make some change in the con-

current versions of our flight manuals. Use of these pro-

figuration of your airplane or equipment. These bulletins

cedures will result in longer airplane life and lower main-

may be either “detailed” or “record”. The detailed bulle-

tenance costs if you are in those atmospheric conditions

tin includes all of the step-by-step instructions with illus-

with any degree of frequency.

trations necessary for making the change. Record bulletins

include a list of the engineering drawings, a list of the nec-

We recognized that the procedures in the mainte-

essary parts, and other related documentation that is

nance manuals for bleeding the hydraulic systems were

needed to accomplish the modification.

too complicated and time-consuming. The procedures

have been simplified and can be accomplished in less time.

Why Publications Should Be Maintained

A novice in this business might think that once a set of

Some of our customers told us that certain of our

technical manuals has been prepared to cover a customer’s

structural repairs could only be accomplished by highly

airplane, or airplanes, it would be good forever. We know,

qualified personnel and required materials and shop fa-

however, that such is not the case. Even though the

cilities that were not readily available to them. This led

Hercules has now been in operation for more than twenty-

us to revise SMP 583, Structural Repair Manual, to give

five years, we learn something new about it almost every

alternate repairs wherever possible that will eliminate the

day. At the time of publication of this article, there will

problems.

be forty-six countries around the world in which the

Hercules is in use. Experience has taught us that we are

Every now and then we find that suppliers of compo-

apt to learn something new about the airplane with each

nents, such as valves, pumps, actuators, instruments, etc.

new customer and the variety of missions that it is used

decide not to manufacture that component any longer.

for. This educational process involves not just the flight

Or, we may find a source for a better or equally good but

manual, but the maintenance manuals, repair manuals and

less expensive substitute. While operation and mainte-

all others as well. Much of the knowledge we gain needs to

nance of the system with the new component installed

be passed along to all our customers in the form of

may not be any different, your Illustrated Parts Catalog

changes and revisions to manuals previously published.

should be updated to show the new part number as an

alternate replacement part, or preferred spare. Also, dif-

Commercial Airplane Publications

ferent technical manuals need to be provided for repair

and overhaul of the new component.

We provide a different set of technical manuals for the

operators of our commercial airplanes than those that are

Modernization and Hardware Improvements

used for our foreign military customers. This is because:

While the Hercules aircraft that just came off the produc-

The commercial airplane is different in many respects

tion line may be very similar in outward appearance to the

from the military airplane.

very first one, they are very different airplanes. Lockheed

The manuals for the commercial airplanes are for-

is continually looking for ways to modernize and improve

matted in general accordance with Air Transport Associa-

the airplane. As changes are decided upon, they are intro-

tion (ATA) specifications. The military airplane manuals

duced into the continuing production “baseline” airplane.

are more closely related to U.S. military specification

These hardware changes also require that the technical

manuals.

manuals be changed to agree with the airplane so that

when you buy a new airplane, the manuals that you get

The manuals that are currently furnished to the buyer of a

with it accurately reflect the airplane configuration. Some

commercial airplane are:

of the changes that are made in production are also suit-

able to be installed on airplanes that have been delivered

AFM 382/E/G - This is the FAA-approved Airplane

to our earlier customers. A little more discussion of this

Flight Manual for 382, 382E, and 3826 airplanes. The

lets us revert to the subject of Service Bulletins, and of the

manual includes airplane operating limitations, normal

need to make corresponding changes in your technical

operating procedures, emergency operating procedures

manuals.

and performance data for takeoff and landing. It is a

serialized manual that is applicable to all airplanes of these

Some time ago we made a change in production airplanes

models.

to replace the 20-cubic inch hydraulic fuse in the emer-

gency brake line with a 10-cubic inch fuse and also to in-

*OM 382E (or OM 382G) - XXC - These are airplane Op-

stall a IO-cubic inch fuse in the normal hydraulic brake

erating Manuals, which contain an expanded normal oper-

line. This was done to limit the hydraulic fluid loss in the

ating checklist, system descriptions and system operation.

event that a hose or brake assembly developed a leak. The

Separate, tailored, Operating Manuals are prepared for

change was suitable for installation on airplanes that had

each customer to provide the information needed for his

already been delivered to our customers, so Customer

airplane configurations. We use this approach to avoid the

Engineering Change Proposal (CECP) Number 262 was

need for the flight crew to sift through a mass of various

sent to all our customers to advise them of the availability

airplane serialized material that is not applicable to the

of kits to modify their airplanes. The proposal letters in-

airplane being flown.

cluded the price for the kits and Service Bulletin and a

separate price for the manuals changes that needed to be

SMP 1118 - This manual provides the 382E and 382G

made to show the modified systems. In this particular

airplane performance data for climb, cruise, and descent.

case the Flight Manuals, Maintenance Manuals and Illu-

strated Parts Catalogs were affected, and the manuals

SMP 515 - The maintenance Program Plan gives the

needed to be available to the flight crews and maintenance

Lockheed recommended, and FAA approved, inspection

people for use on modified airplanes.

and overhaul periods for baseline airplanes. Part I of the

manual provides the inspection requirements for

“A”,

Sometimes you receive Service Bulletins that may require

“B”, and “C” inspection intervals. Part II comprises the

that inspections be made on your airplanes or that recom-

component maintenance program. This part of the manual

mend a modification be made for which Lockheed does

gives the overhaul and inspection check periods for major

not furnish the parts. These Service Bulletins are sent to

aircraft components. Part III is the structural inspection

all of our customers at no cost. If these Service Bulletins

program, which defines the major structural inspection re-

affect our standard baseline airplane manuals (as opposed

quirements to be performed each

12,600 flying hours.

to customer peculiar technical manuals), these manuals

Part IV lists maintenance checks and special inspections

are changed as necessary and copies of the altered pages

which are dictated by special or unusual conditions. Part

are sent to any customer to whom we are contractually

V includes component data, such as overhaul times, ven-

obligated to furnish such material.

dor and part number, quantity per airplane, location, de-

scription, function, etc.

The foregoing is a thumbnail sketch of the types of things

that cause technical manuals to change and Service Bulle-

SMP 515 covers all the commercial models of the

tins to be issued. As I’m sure you can see, technical publi-

Hercules.

cations are dynamic, and the safety and efficiency of your

operation is related to a great degree on the currency of

SMP 515A - The Inspection Procedures Manual gives the

your publications.

sequential steps for performing “A”, “B”, and “C” inspec-

* The Xs indicate numbers to be assigned to specific customers.

tions. It also provides the procedures for the structural in-

SMP 583 - This is the Structural Repair Manual which

spection to be performed at

3400,

6300,

9450, and

illustrates and defines the airplane structure and provides

12,600 flying hours.

both general repair procedures and specific repair proce-

dures as applicable to various structural areas.

This manual is applicable to all the commercial models of

SMP 850 - The Overhaul Manual is a compilation of indi-

the Hercules.

vidual overhaul manuals which are applicable to repairable

components of the airplane.

SMP 515C - The Progressive Inspection Procedures Man-

ual is provided to our foreign operators of commercial

SMP 1203 - This manual provides the instructions for in-

certificated airplanes.

stallation, rigging, maintenance and inspection of the car-

go handling systems.

Besides including inspections and checks to be performed

on a daily basis and at turnaround, the manual includes 24

SMP 1206 - This is the Illustrated Parts Catalog for the

inspection work packages, each of which is to be done at

cargo handling systems.

the expiration of 37% flying hours, so that all 24 packages

are completed every 900 flying hours. The inspections

* SMP (XXXX) - This is an Illustrated Parts Catalog for the

may be used on an isochronal (calendar span) basis.

airplane. The manual illustrates all of the replaceable parts

of the airplane and gives the ordering data necessary to

The manual also includes the procedures for structural

obtain parts. The manual is customized for each customer

inspections to be performed at

3400, 6300, 9450, and

and carries a distinctive number.

12,600 flying hours and special inspections which are to

be performed under special or unusual conditions.

Foreign Military Airplane Publications

SMP 515E - This is an Illustrated Tool and Equipment

During the early years of sales of the C-130 to foreign mil-

Manual which identities all of the special tools and test

itary customers we relied on U. S. Air Force Technical

equipment required for maintenance and inspection of

Orders

(T.0.s) to provide all of the technical manuals

the airplane. The manual is arranged in accordance with

coverage for these airplanes. Years ago, we saw the need

the chapter sequence under Specification ATA 100.

to provide Lockheed-developed manuals to replace most

of the U.S. Air Force T.O.‘s. The reason was twofold:

SMP 521 - The Weight and Balance Manual gives the in-

The Air Force T.O.'s are in a constant state of change

structions that are necessary to calculate the weight and

to reflect serialized coverage for later version airplanes and

balance of the airplane as modifications to the airplane are

modifications that may or may not be applicable to our

made or as equipment is removed, installed or re-located.

foreign customer’s airplanes.

SMP 581 - The Hercules Maintenance Manual provides

After all Air Force airplanes have been modified to

the maintenance procedures required for the airplane. The

incorporate a certain change the obsolete data is removed

manual is prepared in the chapter sequence dictated by

from the T.O.S. Our foreign customers who rely on the

Specification ATA 100 and it is a serialized manual that is

continuing Air Force T.O. changes could thus unknowing-

applicable to all the commercial airplanes.

ly delete coverage from their sets of T.O.'s that is still

applicable to their airplanes which were not modified.

SMP 582 - The Wiring Diagram Manual includes all of the

wiring diagrams that are applicable to all commercial air-

We feel that the Lockheed manuals are much better suited

planes.

for use by our military customers than are the Air Force

T.O.'s, and we’re continuing the conversion process; but

sand and dust on airplanes that are normally operated in

more about that later.

that kind of an atmosphere.

These are the manuals that we now use to support foreign

SMP 583 - This is the Structural Repair Manual which

military aircraft programs:

illustrates and defines the airplane structure and provides

both general repair procedures and specific repair pro-

*FM 382C-(X)D - This is the Lockheed Flight Manual that

cedures as applicable to various structural areas.

is used for our foreign military customers. The manual

provides all of the information,except performance data,

TM 382C-9 - This manual gives the instructions for the

that is necessary for the flight crew to safely and effi-

rigging, inspection and maintenance of the cargo handling

ciently operate the airplane. A separate, customized man-

system. It also provides the procedures for onloading,

ual is prepared for each customer so that he will not have

tying down and aerial delivery or off-loading of cargo, as

to separate the information that is applicable to his air-

well as the procedures for paradrop of personnel.

planes from coverage of systems and equipment that he

does not have.

TM 382C-18B-01 - This manual lists all of the publica-

tions that are available for operation, flight line mainte-

* FM 382C-(X)D-CL-l,

-2, and -3 - These arc the pocket-

nance, field level maintenance and overhaul of the base-

size flight crew checklists for the pilots, navigators and

line airplane and the equipment installed on the airplane.

loadmasters. They include the step-by-step sequence of

It also lists manuals that are applicable to the airplane

operational steps required for both normal and emergency

support equipment.

conditions.

TM 382C-(X)D-01

- This manual supplements TM 382C-

SMP 777 - This manual includes all of the airplane per-

18B-01. It lists the publications that are applicable to the

formance data necessary to satisfactorily plan and accom-

systems that are installed on a customer’s airplane that are

plish an airplane mission.

different from those on a baseline airplane.

SMP 515C - The Progressive Inspection Manual includes

* SMP (XXXX) - This is the Illustrated Parts Catalog for

the inspections and checks to be performed on a daily

the airplane. The manual illustrates all of the replaceable

basis and at turnaround. It also includes

24 inspection

parts of the airplane and gives the ordering data necessary

work packages, each of which is to be done at the expira-

to obtain parts. The manual is customized for each cus-

tion of 37% flying hours, so that all 24 packages are com-

tomer.

pleted every 900 flying hours. The inspections may be

used on an isochronal (calendar span) basis. The manual

Air Force T.O.’s Used With Foreign Military Airplanes

also includes the procedures for structural inspections to

be performed at

3400,

6300,

9450 and 12,600 flying

All of the manuals that have been described above have

hours and special inspections which are to be performed

been prepared by Lockheed for the use of our foreign

under special or unusual conditions.

military customers. There arc some instances, however,

where we still use the Air Force T.O.'s, and supply copies

SMP 515E - This is an Illustrated Tool and Equipment

of these manuals with the airplanes. Some of these Air

Manual which identifies all of the special tools and test

Force manuals will be replaced with Lockheed manuals as

equipment required for maintenance and inspection of the

we set up programs for the conversion. As an example, in

airplane.

July of this year we expect to publish a Power Package

Buildup Manual, TM 382C-10, to replace the Air Force

TM 382C-2-1 through TM 382C-2-13 - The maintenance

T.O. lC-130(H)H-10 that is now being used for this

manuals are serialized, so that they apply to all airplanes

purpose.

and all customers. The individual volumes of the manuals

each deal with a different type ‘of airplane system, such

Listed below are the Air Force T.O.'s that are currently

as power plant, hydraulic system, flight controls, etc.

being furnished to our foreign military customers:

TM 382C-2-13 deals with the tanker version of the air-

plane and its aerial refueling system, so this manual is only

T.O. lC-130(H)H-10 - The Power Package Buildup Man-

given to those customers who operate tanker airplanes.

ual gives the step-by-step procedures to follow to start

*TM 382C-(X)D - This is a separate, customized, mainte-

with a “bare” engine as manufactured by Detroit Diesel

nance manual that is prepared for each customer to give

Allison and install all of the components to arrive at a

the maintenance procedures needed for systems installed

Quick Engine Change (QEC) unit ready for installation

on a customer’s airplane that are different from those on

on the airplane.

a baseline airplane.

The manual also includes an Illustrated Parts Catalog

SMP 1223 - This manual supplies maintenance tech-

for the QEC and a numerical listing of all of the com-

niques to be applied to combat the corrosive effects of

ponent parts.

T.O. lC-130A-06 - The Work Unit Code Manual estab-

their airplanes or have a critical impact on maintenance

lishes a system of code identifications that can be used for

procedures. As we have explained earlier in this article,

any type of maintenance action on the airplane, its in-

however, there is an abundance of new operation and

stalled systems, or components. By accumulating mainte-

maintenance data that becomes available for inclusion in

nance data based on the work unit codes, the customer

the technical manuals that is not of a safety- or mainte-

can gather data as necessary to tell him the time being

nance-critical nature. In order to have the means for sup-

used for various maintenance functions, system reliability,

plying this material to our customers, we offer all our

parts usage, etc.

customers a technical manual revision service. The service

can be contracted for on either a one-year or two-year

T.O. lC-130A-21

~ The Equipment Inventory List pro-

basis, whichever best suits your needs. During the period

vides the basis for a customer system to track the items of

of the contract you will automatically receive changes

equipment that are installed on, or have been removed

and revisions to your technical manuals to keep them

from, an individual airplane. It gives a method for contin-

up-to-date. The revision service proposals are individually

uously monitoring the configuration of the airplanes and

prepared to address themselves to your manuals, and we

for maintaining an inventory of the parts that comprise

believe that the service is the best and most practical way

the airplane systems.

to assure yourself that you have current data available.

T.O. 1C-130A-23 - The Corrosion Control Manual gives

If you have not yet received one of our Technical Manual

the information necessary for treatment of the airplane to

Revision Service proposals, and would be interested in

prevent corrosion or to remove corrosion that has already

such a service, drop a note to:

occurred.

Service Publications Division

Lockheed-Georgia Company

T.O. lC-130B-6CF-1

- The Functional Checkflight Pro-

86 South Cobb Drive

cedures Manual provides the method for performing a

Marietta, Georgia, 30063

functional checkflight of an airplane as might be required

Let Us Know

after certain types of maintenance have been performed.

The functional checkflight is for the purpose of determin-

There are several ways in which you can help us to help

ing that the airplane systems that were disturbed have

you. If you have any suggestions, comments, recommen-

been returned to an acceptable condition.

dations for changes or questions, we want to know about

them. We know that those of you who live with the air-

T.O.

1C-130B-6CL-l - The Functional Checkflight

plane on a day-to-day basis have a lot to offer in the way

Checklist is used to record data obtained in the process

of first-hand experience, and we welcome your input.

of performing a functional checkflight.

If you have a Lockheed Field Service Representative,

T.O. 1C-130B-6WC-3 - These are work cards, set up to

give him your input and he’ll see that your queries get

define the work to be performed by each mechanic in

back to us. If no rep is available, use the same address

assigned work areas, for engine buildup, installation and

that’s given above for Revision Service inquiries.

inspection.

We are also anxious to know that you received Service

T.O. lC-130E-5 - The Basic Weight Checklist and Load-

Bulletins that have been mailed to you and when you have

ing Data Manual gives the instructions that are necessary

completed a Service Bulletin modification or inspection

to calculate the weight and balance of the airplane as

on any of your airplanes. These Service Bulletins provide

modifications to the airplane are made or as equipment is

you with information we believe you need to have and it

removed, installed or relocated.

makes us uncomfortable when we don’t receive confirma-

tion that you have received them. As far as letting us

Publications Revision Service

know about your compliance with a Service Bulletin is

concerned, we need to keep track of the configurations

All of our airplane production contracts include require-

of airplanes after they are delivered. This information is

ments for providing all the types of technical manuals to

frequently necessary to us when considering the design of

be furnished with the airplanes and the number of copies

additional modifications that may be appropriate for the

of each manual that the customer requires. The contract

same area of the airplane.

also defines the period of time during which the manuals

will be maintained. This is usually in terms of months

Also, please let us know of any errors we may have in the

after delivery of the airplane, or after delivery of the last

addresses that we use for mailing publications to you, or

airplane.

of address changes that take place. Data that winds up

in the Dead Letter Office, or that gets returned to us by

It is our policy to make sure that our customers are

the Postal Service, isn’t doing anybody any good, and

immediately notified of any information that comes to

something that you didn’t get might hurt you.

our attention that could affect the safety of flight of

by C. R. Bush, Design Engineer Specialist

Good operator technique is a crucial ingredient in the

for selecting normal hydraulic drive or manual handcrank

proper operation of the main landing gear (MLG) manual

drive to activate the main landing gear (Figure 1).

gearbox on Hercules aircraft. Burred and distorted teeth

on the input shaft and slide gear of the manual gearbox

The shift mechanism is composed of three in-line exter-

have been experienced recently on several C-130E and

nal splines and a slide gear with an internal spline. The

later model aircraft. Gearboxes manufactured both by

slide gear couples the center output spline with either the

Calco and Western Gear Corporation have been Involved*,

hydraulically driven Input spline or the manual input

and in nearly all cases the damage has been attributed to

spline .

improper operator technique in the shifting process be-

tween manual and hydraulic drive.

In the normal hydraulic drive position, the slide gear

couples the output spline with the hydraulically driven

Let us take a look at the shift mechanism and its opera-

input spline, the manual T-handle and engage cable are

tion to see how this kind of damage may occur.

positioned

“in”, and engagement is maintained by a com-

pression spring in the shift linkage on the Calco gearbox,

The manual gearbox contains a hydraulically released,

and a tension spring on the Western Gear gearbox.

spring applied, uplock brake, and a shift mechanism used

Shifting From Hydraulic To Manual Drive

Here is the proper sequence of events which occurs when

changing from hydraulic to manual drive: When the hy-

View

rinht-hand wheel

well

forward

bulkhead,

draulic pressure is depleted, the brake springs engage the

brake, locking the hydraulic input shaft to the case.

The manual drive engage T-handle, located on the forward

wheel-well bulkhead, is rotated counterclockwise to its

stop and then pulled straight out until it locks. This pulls

the gearbox lever down, compresses or stretches (depend-

ing on the design) the spring in the linkage, and shifts the

slide gear so that the output spline is coupled to the

manual input spline.

It may be necessary to rotate the manual drive stub shaft

(adjacent to the T-handle) to align the spline teeth so that

the T-handle can be pulled out and the shift accom-

plished.

CAUTION: The T-handle must not be forced out. To do

so may result in damage to the system.

Shifting From Manual To Hydraulic Drive

In order to shift from manual to hydraulic drive, the

following technique is recommended: The T-handle is un-

locked by rotating it slightly clockwise with light finger

pressure, then pushed in. This slacks the cable to the gear-

box lever and permits the spring in the shift linkage to

shift the slide gear so that the output spline is coupled to

the hydraulic motor-driven input spline. However, if the

MANUAL DRIVE

SHIFT LINKAGE

BRAKE

BRAKE ASSEMBLY

M A N U A L DRIVE

SPRING

SHAFT

Figure 1. MAIN LANDING GEAR GEARBOX AND UPLOCK BRAKE

1. Stopping Q free-falling gear by pushing in the T-

handle-The results are the same as before. The only differ-

ence is that the output spline and slide gear are turning

and the hydraulic input spline is stationary.

2. Pulling the T-handle while the aircraft is on the

ground- During normal gear extension, the gear is driven

down until the hydraulic motor stalls out. This generates

a slight amount of wrap-up in the torque shafts. When the

aircraft lands, the friction washers lock the ballscrews and

also lock in the wrap-up of the torque shafts. When hy-

draulic pressure is depleted, the gearbox brake applies and

also locks in shaft wrap-up. If the T-handle is then pulled,

the brake is bypassed and the torque shafts unwrap so

that the splined teeth are not aligned for hydraulic re-

engagement. By applying torque to the stub shaft, the

teeth can be aligned, but the mechanism spring is not

strong enough to shift the slide gear with this torque

applied. The only positive means of re-engaging the hy-

draulic drive is to jack the aircraft. If the hydraulic drive

is not engaged properly, spline tooth damage will occur

when hydraulic pressure is restored.

MLG Manual Engagement T-handle Check

The T-handle used to engage the MLG manual extension

drive is also subject to mechanical binding due to corro-

sion. This corrosion buildup occurs in the flexible cable

assembly and is prone to accumulate rapidly in aircraft

operating in adverse environmental conditions.

Figure2.

T-HANDLE

CHECK

In order to ensure that the T-handle cable is free to shift

the gearbox to manual drive in an emergency, periodic

checks may be conducted as follows (see Figure 2):

teeth on the slide gear are not aligned with

the teeth

the hydraulic input spline, it is necessary to rotate the

Disconnect the cable from the manual gearbox lever.

manual drive stub shaft to align the teeth and permit the

Operate the T-handle several times to ensure freedom

spring to accomplish the shift.

of operation.

Completion of the shift to hydraulic drive is then verified

Reconnect the cable to the manual gearbox lever.

by turning the stub shaft one turn in each direction. The

shaft should turn smoothly and very little force should be

NOTE: Do not operate the main landing gear manual sys-

required.

T-handle when the aircraft is resting on the main

landing gear without first disconnecting the cable from

Hydraulic pressure can then be restored.

the manual gearbox lever. The aircraft must be on jacks

for ground operation of the manual T-handle with the

CAUTION: Restoring hydraulic pressure prior to shift

cable attached to the manual gearbox lever.

completion can result in damage to the spline teeth.

Binding cable assemblies should be replaced since there is

If the shift has not been completed (indicated by free ro-

no provision for lubrication of a defective cable assembly.

tation of the stub shaft noted above) before hydraulic

Consult the appropriate Hercules maintenance manual for

pressure is restored to the landing gear motor, the brake

removal and installation of MLG manual emergency ca-

will be released and the hydraulic input spline will spin

bles.

while the slide gear is pressed against it by force of the

spring. This will cause a ratcheting noise and burrs and de-

Using the techniques outlined in this article and a little

formation of the spline teeth. If damage is severe enough,

care in the shift process, you can help make the MLG

hydraulic drive engagement may not be possible. Two

manual gearbox last practically the life of the aircraft.

other conditions can also lead to this type of damage:

A quick check chart is included in the new servicing in-

formation to enable maintenance personnel to determine

quickly and without a pressure gage if a main landing

gear (MLG) strut requires servicing. This type of chart

works well for the MLG, since it is relatively insensitive to

cg location, but is not practical for the nose gear.

The landing gear shock struts are designed to properly

To use the MLG quick check chart (Figure 1), determine

cushion the aircraft during landing and all ground opera-

the gross weight of the aircraft. Next, select the curve that

tions. To accomplish this, the struts must be properly

corresponds to the applicable extended strut pressure for

serviced.

the particular aircraft. Use this curve to find where the

curve intersects the selected gross weight line. Locate the

Lockheed has responded to questions from Hercules air-

correct “X” distance directly below the intersecting point

craft operators about the proper servicing of landing gear

at the bottom of the chart. The “X” distance (Photo A)

struts by making in-depth studies of the problems in-

is the distance between the bottom of the strut gland nut

volved. Our studies have resulted in the adoption of new

and the center of the MLG jack pad fitting upper hole.

charts and changes in the preferred and alternate methods

If the difference between the “X” distance as indicated on

of servicing the struts. The Hercules maintenance manuals

the quick check chart, and the actual “X” distance meas-

have recently been revised to include the new charts and

ured on the aircraft is less than l/8 inch, the strut does

servicing instructions.

not require servicing.

The “X” distance measurements discussed in this article are taken at the points indicated below in photographs A and 6.

0001

Figure 1. MLG QUICK CHECK CHART

Figure2. MLG STRUT SERVICING CHART -On-Ground Servicing

Figure 3. NLG STRUT SERVICING CHART - On-Ground Servicing

NEW SERVICING CHARTS

aircraft under all conditions. This chart is used in the same

manner as the MLG strut servicing chart for on-ground

MLG Strut Servicing Chart for On-Ground Servicing

servicing.

A new chart for on-ground servicing has been developed

THE PREFERRED METHOD - Aircraft on Jacks

to allow direct readings of strut pressure and “X” distance

without the double interpolation required when using the

Servicing the Hercules MLG struts with the aircraft on

strut placards. This chart (Figure 2) is used to determine

jacks is preferred because this method eliminates the in-

which of the extended strut pressures would be correct

flation errors caused by static friction that sometimes

for the particular combination of Hercules aircraft model,

occur when the struts are serviced with the aircraft on the

strut type, and condition involved. Note that the main

ground.

strut pressures for C-13OB-type aircraft have been in-

creased to prevent strut bottoming problems. The chart is

NOTE: All cautions and warnings of the maintenance

also used to determine the recommended MLG strut pres-

manual must be followed.

sure and “X” distance for servicing the MLG struts with

the Hercules on the ground.

Strut Deflation

To use the MLG strut servicing chart for on-ground serv-

Jack the aircraft in accordance with the applicable mainte-

icing, determine from the chart the recommended ex-

nance manual until the wheels are free of the ground.

tended strut pressure for the applicable Hercules. Find the

Clean the servicing valves to prevent entry of dirt, and de-

curve corresponding to the selected extended strut pres-

flate the struts in accordance with the applicable mainte-

sure. Service the MLG shock strut to a pressure and "X”

nance manual. After the air pressure is depleted, remove

distance that corresponds to the curve.

the servicing valve from the strut and fully compress the

strut with an axle jack. The approximate “X” distance

Example: For a C-130A, the 186 psig curve would be the

with the strut fully compressed is 1 inch for the main gear

correct one to use. If the particular C-130A being checked

strut, and

20-l/8 inches for the nose gear strut, as illu-

has a strut pressure of 1000 psig, its “X” distance should

strated in Figures 4 and 5.

be 2-l/2 inches +-l/8 inch.

Filling the Strut

NLG Strut Servicing Chart for On-Ground Servicing

With the servicing valve removed, fill the struts with

A nose landing gear (NLG) strut servicing chart (Figure 3),

approved hydraulic fluid as required until the fluid is

has been developed. In this chart, a single curve is used to

level with the servicing hole.

find the recommended strut pressure and “X” distance for

on-ground servicing of NLG struts of any Hercules air-

Replace the servicing valve, taking care to avoid thread

craft. A single curve is used since an extended strut pres-

damage. Torque to the proper value specified in the appli-

sure of 300 psig is applicable for the NLG of all Hercules

cable maintenance manual.

Figure 4

Figure 5

STRUT

GLAND

NUT

TORQUE ARM

inches

FWD

MAIN LANDING GEAR

NOSE LANDING GEAR

inches

NOSE LANDING GEAR

MAIN LANDING GEAR

Figure 6

Figure 7

Lower, and then remove the axle jacks to allow the shock

jacks

(the preferred method) at the next convenient

strut pistons to extend.

maintenance period.

Strut Inflation

Strut Deflation

Before proceeding with shock strut deflation, make

After checking the shock strut fluid level and adding

certain that personnel and equipment are clear of the air-

hydraulic fluid as needed, strut inflation can be accom-

craft. This will prevent the possible damage or injury in

plished. Inflate the NLG strut to 300 psig

+/-

10 pounds

case of sudden collapse of a strut.

with the strut fully extended, using a P/N EIST34T684

air-filling chuck, and a P/N 7CAD-337110 gage assembly

Tow or taxi the aircraft in a straight line 10 to 20 feet

or its equivalent.

prior to parking and deflating shock struts (unless this was

accomplished before the aircraft was parked). Failure to

After strut inflation, the NLG

“X” distance should be

do this can result in binding struts, which can affect serv-

30-5/8 inches +/- l/8 inch, measured between the center

icing accuracy.

lines of the torque arm bolts, as illustrated in Figure 6.

Clean the servicing valve to prevent dirt or other materials

Inflate the main gear struts to the appropriate extended

from entering and deflate the shock strut.

strut pressure for the applicable aircraft type, struts, and

conditions as listed in Figure 2. The inflated “X” distance

Filling the Strut

for the MLG strut should be

11-l/2 inches +/- l/8 inch,

measured between the bottom of the gland nut and the

Remove the servicing valve from the shock strut. Be cer-

centerline of the jack pad fitting upper hole, as shown in

tain not to remove the filler standpipe from the NLG

Figure 7.

strut or the standpipe adapter from a soft-type main gear

strut. If it has been removed, reinstall before servicing

After inflating the landing gear shock strut, make certain

the strut with oil. The

“X” distance with the strut de-

that the servicing valve is properly closed and torqued.

flated is 1 inch for the MLG strut and 20-l/8 inches for

Tighten the servicing valve cap securely using your fingers.

the NLG strut, as previously shown in Figures 4 and 5.

Service the shock strut with approved hydraulic fluid as

Lower the aircraft and remove the jacks and jack fittings.

required until the fluid is level with the servicing hole,

A L T E R N A T E M E T H O D - Aircraft on Ground

and carefully replace the servicing valve to avoid thread

damage. Torque the servicing valve as specified in the

maintenance manual.

The aircraft -on-ground method of servicing landing gear

struts is the alternate method because of possible inflation

Strut Inflation

errors due to strut static friction. For this reason, the

aircraft should be reserviced with the aircraft on

After making certain that the strut fluid level is correct,

attach an approved air-filling chuck and gage assembly.

To prevent strut contamination, the filler valve area

Inflate the strut, using an approved high-pressure dry air

of the strut should be cleaned before the struts are serv-

or dry nitrogen source.

iced.

Nose Landing Gear - The NLG strut is to be inflated to

All safety precautions outlined in the technical man-

the pressure and “X” distance indicated in the Nose Gear

ual should be observed when servicing the shock struts.

Strut Servicing Chart for On-Ground Servicing (Figure 3).

This will help prevent damage to equipment and injury

The NLG strut ‘X” distance, as previously discussed, is

to personnel.

measured between the center lines of the torque arm

bolts.

Under no circumstances should the strut air servicing

valve be removed prior to completely exhausting the air

Main Landing Gear - After selecting the extended strut

pressure from the strut.

pressure curve that is applicable to the type of aircraft,

struts, and conditions, use the curve to determine the

Some soft-type main gear struts use a standpipe

specific recommended strut pressure and

“X” distance.

adapter between the strut and the servicing valve to con-

trol the oil level. This adapter should not be removed

Inflate the MLG strut to the correct pressure and

‘X”

when servicing the strut with oil.

distance indicated in the Main Gear Servicing Chart for

On-Ground Servicing

(Figure

2) . The MLG strut “X”

When servicing the shock struts using the aircraft-on-

distance, as previously noted, is measured from bottom

ground method, the aircraft should be moved 10 to 20

of the gland nut to the center line of the jack fitting

feet in a straight line prior to parking. This will help pre-

upper hole.

vent binding or torsional loads that could alter servicing.

The strut pressure tolerance is +- 10 psig, although for the

The proper use of the new shock strut servicing informa-

sake of simplicity this is not shown on the strut servicing

tion and procedures should ensure Hercules operators of

charts.

increased success in landing gear shock strut servicing,

while decreasing aircraft downtime.

Following inflation of the strut, make sure that the serv-

icing valve is closed properly and that the valve cap is

tightened securely (finger tight).

SERVICING TIPS

The following landing gear shock strut servicing tips

should be helpful.

CORRECT10

Another Grease - Great Improvement

In the

“Tools for Panelocs” article, V7N2, there is an

error on page 18. Figure 2 should show that l/4 inch is

There have been quite a few comments that

to be taken off the type of screwdriver illustrated, rather

MIL-G-23827A grease was not only lubricating

than l/8 inch as indicated. n

the surface to which it was applied, but was

also causing the paint to dissolve. Another grease

is now recommended, MIL-G-81322, which will

not strip the paint or cause corrosion. Nor will

this grease cause the O-rings to swell, which has

been one of the characteristics of the other

grease. The MIL-G-81322 grease has reportedly

saved many man-hours previously used to apply

new paint to parts of the aircraft.

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