ij - lockheed martin · to make certain that there is no binding or interference in the cables and...

S~con.d Prin. tin.g Novem ber 1981

VOL. 5, NO. 1, JANUARY· MARCH 1978

A SERVICE PUBLICATION O F LOCKHEEO·GEORGl.i-\ CQ1\11PANY, A DIVISION OF LOCKHEED CORPORATION

IJ •

Power Plant R1gg1ng

A SERVICE PUBLICATION OFLOCKHEED-GEORGIA COMPANYA DIVISION OFLOCKHEED CORPORATION

EditorJay V. Roy

Associate EditorsCharles I. GaleDon H. HungateJames A. Loftin

Art Direction & ProductionAnne G. Anderson

Cover: Water vapor condensesin the partial vacuum behindwhirling Hercules propeller tipsas number 1 and number 2 en-gines are put through their pacesduring ground runup.

Published by Lockheed-Georgia Company , a Division of

L o c k h e e d C o r p o r a t i o n . 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

governmenta l agency or mi l i ta ry service unless It is

specifically no ted . This publication is for planning a n d

information purposes only, and it IS not to be construed

as authority for making changes on aircraft or equipment,

o r as supersed ing any established operational or main-

tenance procedures or policies. The following marks are

registered and owned by Lockheed Corpora t ion :

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

W r i t t e n permission must be obtained f rom Lockheed-

Georgia Company before repubhshmg any material in this

periodical Address all communications to Editor, Service

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

Company, Marietta, Georgia, 30063. Copyright 1978

Lockheed Corporation.

Vol. 5, No. 1 January - March 1978

CONTENTS

3 Hercules Power Plant Rigging

4 Section 1: Control System Checkout7 Section 2: Throttle and Condition Cable Rigging

11 Section 3 : QEC Cable Rigging and ConditionLever Preload Adjustment

14 Section 4: Coordinator to Propeller Rigging16 Section 5: Coordinator to Fuel Control Rigging19 Section 6: Static Propeller Adjustments

23 Aircraft Wheel Inspection

Emphasizing Inspection of Critical Areas

24 Index By Subject

Vol. 1, No. 1 Through Vol. 4, No. 4

26 Corrections

27 Index By Issue


28 Index By Issue


DIRECTOR

MANAGER

FIELD SERVICE & INVENTORY MGMT

CUSTOMER TRAINING

JETSTAR SUPPORT

SPARES STORES & SHIPPING

MANAGER

SUPPLY PROCUREMENT

SUPPLY SYSTEMS & INVENTORY CONTROL

SUPPLY SALES & CONTRACTS

SUPPLY TECHNICAL SUPPORT

T.J. CLELAND

D.L. BRAUND

A.H. McCRUM

E. L. PARKER

H.L. BURNETTE

J.K. PIERCE

M.M. HODNETT

R.C. WEIHE

C.K. ALLEN

H.T. NISSLEY, JR.

J.L. THURMOND

HERCULES

by William H. Wood, Training SpecialistCharles I. Gale, Associate Editor

Correct rigging of the engine mechanical control sys-tem is essential for safe and efficient operation of theHercules power plants. The control system is simpleand straightforward in design, and has proved to be veryreliable in service. It must, of course, bc maintained incorrect adjustment to ensure that the various compo-nents linked by the system will operate properly inrelation to each other.

In practice, frequent adjustments to the rigging are notgenerally necessary. Once the engine control system hasbeen set up properly, it will usually stay in adjustmentand continue to function smoothly with only routinemaintenance as long as it is not disturbed.

Sooner or later, however, repair or replacement of oneor more of the engine components connected by thesystem will require that the linkages be removed, andthe correct alignment is likely to be lost. It follows thatwhenever a propeller has been changed, or after re-placement or repairs to the coordinator, fuel control,or any part of the linkage, the affected portion of thecontrol system must be rerigged; and the operation ofthe entire system should be checked.

The importance of correct engine rigging cannot beoveremphasized. Misadjustment of any part of the rig-ging system can lead to operational discrepancies whichmay masquerade as elusive component failures andcause no end of trouble. It sometimes happens thathours are spent in futile troubleshooting of nonexistentprop, fuel control, coordinator, or even indicator prob-lems, only to have it turn out in the end that the causeof the complaint was a misrigged engine.

Such incidents are frustrating and costly, and they arealso unnecessary. Hercules power plant rigging pro-cedures are not difficult to understand or perform; andtime spent reviewing them can pay substantial divi-dends in terms of improved performance, increasedcomponent life, and simplified troubleshooting. It is

tags.

Checking throttle lever for free movement at the flight

idle gate.

No. 1 engine throttle cable tension regulator

indicating between 7 and 8.

4

with this in mind that the following material is pre-sented. Please note that the procedures outlined hereare intended only as an aid to understanding the enginemechanical control system and the effect of adjustmentupon its operation. Always refer to the appropriatetechnical publications and follow approved proceduresin making any adjustments to the power plant rigging.

TOOLS

Hercules power plant rigging procedures require a fewspecial tools. Before you begin checking the enginemechanical control system, be sure that the followingare available :

Two 1/4-inch diameter rig pins, approximately8 inches in length

Two 1/4-inch diameter rig pins, approximately1 1/4 inches in length

One 3/16 - inch diameter rig pin, about 1 l/4 inchesin length

Two Hamilton Standard No. HS 9903 propelleralignment pins; or two No. 546455 three-steppropeller alignment pins and one No. 546456two-step propeller alignment pin

One position fixture No. 6796658

One Type C-8 cable tensiometer, or equivalent

One 15-pound capacity spring scale

If otherwise unavailable, the rig pins may be fabricatedfrom smooth steel rods of the correct diameter. Becertain that all rig pins and alignment pins are providedwith large red warning tags. This will help avoid thepossibility that a rig pin might be left in place bymistake.

There should also be someone available who can assistyou while you are carrying out the various rigging pro-cedures. Your partner’s primary job will be to movethe controls in the flight station as necessary while thepositions of the coordinator pointer and the propellerindexing lever are being examined at the engine.

SECTION 1

Control System CheckoutEach segment of the engine mechanical control systemmay be individually checked and adjusted; but if youneed to determine whether a control system problemdoes in fact exist, or if you have just completed repairs

to the system and wish to check total function, a com-plete system checkout should be performed.

Try to carry out the following checkout procedure asdescribed. If you are unable to complete any of thechecks, write down the nature of the discrepancy andin what portion of the system it has occurred. Thenrefer to the section of this article containing detailedrigging procedures for the affected part of the system.

Begin your system checkout procedure with a checkof the throttle control rigging. Raise the throttle leveryou wish to check about 3/4 of an inch at the flight idlegate and let it fall. It should fall freely with no bindingor interference.

Next, go back to the cargo compartment and look atthe scale reading on the appropriate cable tension reg-ulator for the engine in question. The scale shouldindicate between 7 and 8 at temperatures ranging from45 to 105 degrees F.

Now place all four throttle levers in FLIGHT IDLE.Insert a long 1/4-inch diameter rig pin through the holein the left side of the control quadrant cover and intothe throttle levers. On some aircraft you will need toremove the ash tray on the side of the quadrant inorder to uncover the rig pin hole. The throttle leverswill also have to be lifted a little to line up the holesin the levers with the one in the quadrant.

Insert another long 1/4-inch diameter rig pin throughthe bracket and the pulleys under the floor of theflight station. Access to the lower pulley assembly isthrough the aft center access panel in the nose wheelwell.

The 3/16-inch diameter rig pin should now be insertedthrough the throttle cable pulley and bracket at thefire seal of the engine being checked. In each casewhere you are to install a rig pin, the rig pin holesshould be aligned closely enough so that the rig pinscan be installed without difficulty. Shaking the cablesslightly may help line up the holes in case there is alittle misalignment at any of the rigging points.

Next, remove all of the rig pins in the system and, withthe condition lever in RUN, have your assistant go tothe flight station and move the throttle of the engineyou are testing to the TAKEOFF position. Check thereading at the coordinator protractor on the engine.The pointer should indicate 90 ( +/- 1) degrees.

Now insert a three-step propeller alignment pin throughthe takeoff slot in the index bracket on the propellervalve housing and into the indexing lever. The pinshould fit through the slot easily.

Throttle levers pinned at FLIGHT IDLE.

Access to the lower pulley assembly under the flight

station.

Throttle cable pulley pinned at the fire seal.

5

Throttle levers lined up at MAXIMUM REVERSE.

Remove the alignment pin and have the throttle pulledback slowly but smoothly until it is against the flightidle gate. Check the reading at the coordinator pointer.The pointer should indicate not more than 35 degrees.

Return to the propeller index bracket and try to fit thethree-step alignment pin through the flight idle slot ofthe bracket and into the indexing lever. The pin shouldfit through the slot without difficulty.

Remove the alignment pin and have the throttle movedto TAKEOFF. Instruct the person assisting you to pullthe throttle lever back briskly, within one second. Nowcheck the coordinator protractor again. It should indi-cate not less than 34 degrees.

Next have the throttle moved to MAXIMUM RE-VERSE and note the reading on the coordinator pro-tractor. The pointer should be at 0 (+/- 1) degree.

Co up to the propeller index bracket and try to fit thealignment pin through the maximum reverse slot andinto the indexing lever. It should go in easily.

Remove the alignment pin and return to the flightstation. Move all four throttles to the TAKEOFF posi-tion and check the alignment of the throttles in relationto each other and to the quadrant. The four throttlehandles should be within one-half of a knob diameterof being in alignment with each other, and each throt-tle should be stopped at least 0.2 inches from the endof the slot.

Move all four throttles to the MAXIMUM REVERSEposition and perform the same check-the four throt-tle levers should line up with each other within one-half knob, and each throttle should be at least 0.2inches from the end of the slot. This completes thecheck of the throttle system.

To accomplish a check of the condition control systemfor any engine proceed as follows: First check the cablesystem from the control quadrant to the engine fire sealto make certain that there is no binding or interferencein the cables and pulleys, that all turnbuckles are prop-erly safctied, and that all guard pins are in place.

Now have the condition lever moved to the RUNposition and check the scale reading on the appropri-ate condition cable tension regulator in the cargo com-partment. The reading should be between 6 and 7 foran ambient temperature of 40 to 100 degrees F.

Have the condition lever placed in FEATHER andexamine the fire seal condition control pulley for wear.A 3/16-inch diameter rig pin hole is provided in this

pulley for checking the airplane condition controlcable length; however, with the QEC attached and thecorrect preload on the cables the pulley hole will notline up with the hole in the fire seal bracket. If thesystem checkout turns up evidence of misadjustmentin this cable run, it will be necessary to relieve theQEC cable preload before a check at the fire sealcondition control pulley can be made. Section 2 ofthis article contains the details of this procedure.

With the throttle lever in the FLIGHT IDLE position,and the condition lever still in FEATHER, check tosee that the condition transfer clevis on the back ofthe coordinator is firmly against the feather stop.

Now go forward to the propeller index bracket andcheck to see that the three-step alignment pin can beeasily inserted through the feather slot in the indexingbracket and into the indexing lever.

Remove the alignment pin; then take hold of the con-dition control pulley on the coordinator and rotate itclockwise to force the indexing lever to move awayfrom the feather slot. Release the pulley and checkto see that the lever returns to the feather position.

Now return to the flight station and use the springscale to check that the force required to move thecondition lever into the feather detent is 8 to 13pounds.

If the condition transfer clevis is against the externalfeather stop when the condition lever is in FEATHER,if the alignment pin can be inserted into the indexinglever through the feather slot of the index bracket, andif the condition lever is properly preloaded with 8 to13 pounds tension, the condition control system fromthe fire seal to the propeller is properly adjusted.

The final part of the system checkout procedure is tocheck for excessive wear of the throttle pulley gimbalring and yoke. Attempt to wobble the pulley assemblyback and forth. The total back and forth movementat the rim should not exceed 3/32 of an inch.

If this checkout procedure has revealed a rigging prob-lem, refer to the applicable section of the followingdiscussion for detailed adjustment procedures.

SECTION 2

Throttle and Condition Cable RiggingIf the control system checkout procedure in Section 1has revealed evidence of a rigging problem in the cableruns between the control quadrant and the QEC, thefollowing procedure may be used to bring the systemback into adjustment.

Checking feather preload at the lower condition

control pulley.

Condition transfer clevis against the external feather

stop.

Checking lower throttle and condition control pulleys

for wear.

7

Access to cable turnbuckles in the control quadrant.

Engine control system cable turnbuckles at the FS 245

bulkhead.

8

It is convenient to treat the throttle control cable rig-ging and the condition control cable rigging separately.Let us begin with the adjustment of the throttle controlrigging.

There are really two cable runs involved in the airplaneportion of each engine’s throttle control system. Thefirst is the short one between the throttle lever and thepulley under the floor of the flight station. The secondis the longer run from the pulley under the flight sta-tion floor to the control cable pulley at the engine fireseal.

To adjust the short cable, first place the conditionlevers in RUN and then pin the throttle levers inFLIGHT IDLE by inserting one of the long X-inchdiameter rig pins through the rig pin hole in the sideof the control quadrant.

Now try to install the other long 1/4-inch diameter rigpin in the lower pulley assembly through the hole pro-vided in the lower pulley bracket. You can reach thelower pulley assembly through the aft center accesspanel in the nose wheel well.

If the rig pin cannot be installed in the lower pulleyassembly, adjust the turnbuckles in the quadrant asrequired to allow the pin to be inserted. Enlist the aidof your assistant for this since the rig pin must beinserted from below the floor, and the turnbucklescan only be reached from the flight station proper.

After the alignment of the rig pin hole is correct,adjust the turnbuckles for a tension of 65( + 10 -20)pounds, using the C-8 cable tensiometer. The tensionshould be as nearly equal as possible in both cables,and no more than three threads of the end fittingsshould show after the correct tension is set.

When the adjustment is complete, add locking clipsor safety wire to the turnbuckles. Be careful not tochange the cable tension while securing the turn-buckles. The cables are quite short and a small ad-justment to the turnbuckles results in a significantchange in the cable tension,

To adjust the longer cable run, insert the 3/16-inchdiameter rig pin through the rig pin hole in the pulleyat the fire seal and into the support bracket. If the pincannot be installed freely, adjust the cable turnbuckleson the aft side of the 245 bulkhead or overhead nearthe tension regulators as necessary to allow insertionof the pin. Have your assistant watch the alignmentof the rig pin hole as you change the turnbuckle ad-justment. For engines 1 and 4, the turnbuckles locatedin the wing leading edge may be used for this adjust-

ment if desired. Remove the section of the wing lead-ing edge inboard from engines 1 or 4 for access tothese turnbuckles.

Check the reading on the scale of the appropriate cabletension regulator. The reading should be between 7and 8 at ambient temperatures from 45 to 105 degreesF. Also measure the tension in each of the cables withthe tensiometer. The tension should be as nearly equalas possible in the cable pair.

If the tension regulator scale does not read between 7and 8, or if the tension in the cable pair is not equal,adjust any of the turnbuckles in the cable run as nec-essary to obtain the desired values.

When setting the cable tension with the turnbuckles,adjust the turnbuckles in the two cables alternately insmall increments to avoid locking the tension regula-tor. Try to keep the tension in one cable approximatelyequal to that in the other cable at all times.

Now remove the rig pins from the throttle quadrant,the lower pulley assembly, and the pulley at the fireseal. Move the throttle lever back and forth fromTAKEOFF to MAXIMUM REVERSE five timesand then return the throttles to the FLIGHT IDLEposition.

Reinsert the rig pin through the throttle levers in thecontrol quadrant and check to see that the proper rigpins can also still be inserted into the lower pulleyassembly and the pulley at the engine fire seal. Re-adjust as necessary to obtain an easy fit.

When all three rig pins can easily be inserted and thecable tension is correct, the rigging of the throttlecables is complete.

To adjust the cable rigging of the condition controlsystem properly, it is best to completely separate theQEC control cable system from the airplane controlsystem. First, relieve the preload on the conditioncontrol cables by moving the condition lever to RUN;then disconnect both links of the outboard conditioncontrol transfer assembly from the lower control pulley.Don’t try to do this with the condition lever inFEATHER; the cable preload is transmitted to thepulley and it may rotate suddenly when the links areunfastened.

Now have the condition lever placed in FEATHERand remove the pin that holds the QEC control pulleysengaged with the airplane system pulleys at the fireseal. Slide the QEC system out of engagement. Thiswill isolate the airplane system from the QEC system

compartment near the tension regulators.

Condition control pulley at the fire seal with rig pin

installed.

Adjusting cable tension for an outboard engine at the

wing leading edge.

No. 1 engine condition cable tension regulator

indicating between 6 and 7.

Cable turnbuckle with properly installed locking clip.

and avoid the possibility that misadjustment or mal-function in one system might affect the operation ofthe other.

With the condition lever in the flight station stillplaced in the FEATHER position, try to insert the

3/16-inch diameter rig pin through the hole in the con-dition control pulley at the fire seal and into the sup-port bracket.

If the pin cannot be inserted easily, loosen any of theturnbuckles in the cable run sufficiently so that thecondition control pulley can be rotated to allow therig pin to be inserted.

With the rig pin installed, adjust the cables for a ten-sion regulator reading of approximately 6.5, dependingon the ambient temperature (the proper tension at agiven temperature can be determined from the chartsin the applicable technical manuals). Adjust the cablealternately in small increments to prevent locking upthe tension regulator. Use the cable tensiometer andkeep the tension on the two cables as nearly equal aspossible while at the same time obtaining the properreading.

When the cable tension has been adjusted, remove therig pin from the condition control pulley at the fire sealand have your assistant move the condition lever backand forth from FEATHER to RUN five times, endingup in the FEATHER position.

Attempt to reinstall the rig pin in the control pulleyat the fire seal. Readjust the cable turnbuckles as nec-essary to obtain an easy fit. If any readjustment is re-quired, again have your assistant move the conditionlever through its travel five times and recheck for aneasy fit of the rig pin. Repeat the procedure as manytimes as necessary to obtain the desired results.

The airplane condition control system adjustment iscomplete when the rig pin can be easily inserted in thecontrol pulley at the fire seal, the tension is about 6.5on the tension regulator scale (depending on tempera-ture), and there is equal tension in the cable pair.

If these conditions have been satisfied, lockclip orsafety wire the turnbuckles and reconnect the QECcontrol system to the airplane system. Remember thatin order to return the complete condition control cablesystem to normal operation you must restore the con-dition lever preload. This is done through adjustmentof the QEC cable rigging and is discussed in Section 3.

10

SECTION 3

QEC Cable Rigging and Condition LeverPreload AdjustmentThe system checkout may have indicated improper ad-justment of the QEC control cable system. In such acase, proceed as follows: With the QEC control systemconnected to the airplane system, observe the move-ment of the coordinator pointer as the throttle leverin the flight station is moved between MAXIMUMREVERSE and TAKEOFF. The pointer should movethrough its entire range smoothly and indicate 0 de-grees at MAXIMUM REVERSE and 90 degrees atTAKEOFF.

If the coordinator pointer will not reach 90 degrees, orif the pointer moves beyond the 90-degree mark, de-termine whether the coordinator shaft is turned againstits internal stop with the throttle lever at TAKEOFF.It may be necessary to disconnect the linkage thatattaches the throttle output lever of the coordinatorto the fuel control throttle lever to check this.

The coordinator pointer should read 90 degrees whenthe shaft is rotated against the internal stop. Loosenthe screws which hold the pointer and reposition it ifnecessary.

If the linkage to the fuel control had to be removed toallow the coordinator to reach its 90-degree stop, thecoordinator-to-fuel control rigging is incorrect andshould be adjusted according to the procedure out-lined in Section 5. However, once the 90-degree posi-tion of the coordinator pointer on its shaft has beenestablished and correctly set, you may leave the link-age between the coordinator and the fuel control dis-connected temporarily and proceed with the rest ofthe QEC cable rigging adjustments.

Have the throttle lever in the flight station placed inFLIGHT IDLE, and pin the throttle pulley at the fireseal with the 3/16-inch diameter rig pin. Use the C-8cable tensiometer to check the tension in the outboardupper control cable and adjust the turnbuckle as nec-essary to obtain a cable tension of 65( + 10 - 20)pounds. Remember that with a short cable like thisa small adjustment in the turnbuckle makes a con-siderable difference in the cable tension. Avoid dis-turbing the setting of the turnbuckle when installing alocking clip or safety wire.

Now check the coordinator pointer and see that itindicates 34(+/- 1) degrees. If it does not, adjust theturnbuckles on the inboard lower control cables untilthe coordinator shows 34 degrees. Adjust the cabletension to 65(+ 10 -20) pounds while making sure

QECs with pre-rigged control cables ready for

installation.

Engine control coordinator at 90 degrees (takeoff).

Indicated link may be disconnected to allow

coordinator to reach 90 degrees.

11

Checking tension in the lower control cables.

Disconnecting the condition control link.

Propeller indexing lever pinned at feather.

that the coordinator pointer does not stray from indi-cating 34 degrees. The tension in both cables shouldbe as nearly equal as possible, and no more than threethreads of the fittings should be showing out of theturnbuckles when the adjustment is complete.

Now remove the 3/16-inch diameter rig pin from thethrottle pulley at the fire seal and have the flight sta-tion condition lever placed in FEATHER. Insert therig pin through the hole in the condition control pulleyand into the support bracket at the fire seal. If thereis a preload on the condition lever, it will have to berelieved before the pulley will line up with the holein the bracket.

Disconnect the condition control link on the inboardside of the coordinator from both the condition trans-fer clevis and the coordinator condition lever, and setit aside for the moment. Using the C-8 cable tension-eter, check the tension of the inboard cable of theupper control assembly. Adjust the turnbuckle asnecessary to obtain a cable tension of 65( + 10 - 20)pounds.

Next, adjust the turnbuckles of the outboard lowercontrol cables as necessary to obtain a tension of65(+ 10 -20) pounds with the condition transferclevis against the feather stop.

Pick up the condition control link and measure itcarefully. Adjust the rod ends of the link as necessaryto obtain a hole-to-hole center distance of 4-1/2 incheswith an equal number of threads showing on both endsand both witness holes covered. When this adjustmentis complete, reconnect the link to the coordinator con-dition lever and to the condition transfer clevis.

Now attempt to insert the three-step propeller align-ment pin through the feather slot in the propellerindexing bracket and into the hole in the indexinglever. If the pin can be inserted easily, remove thealignment pin from the indexing lever and the rig pinfrom the condition control pulley at the fire seal, andproceed with the condition lever preload adjustment.

If the alignment pin cannot be easily inserted into thefeather slot of the indexing lever, again disconnect thecondition control link from the condition transferclevis and loosen a jamnut. If the indexing lever hadrotated past the feather slot in the indexing bracket,turn the rod end l/2 turn to shorten the rod assembly.If the indexing lever had not reached the feather slotin the indexing bracket, lengthen the rod assembly by1/2 turn of the rod end. Check to make sure that thewitness holes in the barrel are closed, tighten thejamnut, and then reconnect the rod to the conditiontransfer clevis.

12

Now try to insert the alignment pin in the indexinglever at the feather position. If the pin still cannot beinserted, repeat the 1/2 turn adjustment of the rodassembly, but with the other end. Continue to adjustthe rod as necessary to permit easy insertion of thealignment pin. Make the adjustments in 1/2 turn incre-ments and at alternating ends to maintain an equalnumber of threads showing at each end. When the pinwill fit in easily, check that the witness holes are closedand tighten the jamnuts. If either witness hole is notclosed, the rod must be replaced.

Next, remove the alignment pin from the indexing leverand the rig pin from the condition control pulley at thefire seal. Have the condition lever placed in RUN andthe thrott le moved to MAXIMUM REVERSE,FLIGHT IDLE, and TAKEOFF, and check the align-ment of these positions by inserting the alignment pininto the indexing lever through the respective slots inthe index bracket. If the alignment pin cannot be easilyinserted into all three positions, refer to Sections 4 and5 of this article. There you will find rigging instructionsfor the coordinator-to-propeller and coordinator-to-fuelcontrol linkages.

Condition Lever Preload-Use the 15-pound capacityspring scale to check the force required to move thecondition lever from RUN to FEATHER. The forceshould not exceed 7-l/2 pounds through the first 80 de-grees of travel, and should increase gradually throughthe last 20 degrees of travel until the force is 8 to 13pounds when the condit ion lever reaches thefeather detent.

If the force required to move the condition lever intothe FEATHER position is more than 13 pounds, loosenthe aft outboard lower control cable in the QEC andtighten the forward cable to obtain proper force. If theforce required to movethe condition lever intoFEATHER is less than 8 pounds, loosen the forwardoutboard lower control cable and tighten the aft out-board cable; be sure to loosen and tighten the cablesin equal increments.

Have the condition lever placed in the RUN position,and check to see that the tension in the outboardlower control cables is still between 45 and 75 pounds.If this is not the case, readjust for this tension and againcheck to see that the force required to move the con-dition lever into FEATHER is between 8 and 13pounds. When this adjustment is complete, leave thecondition lever in FEATHER for a moment and checkto be sure that the condition transfer clevis is firmlyagainst the feather stop, and the indexing lever at thepropeller is properly lined up with the feather slot ofthe index bracket.

Witness holes must be closed when adjustments are

complete.

Outboard lower control cable turnbuckles used to

adjust condition lever preload.

Measuring condition lever preload at the flight

station.

13

Checking QEC condition cable adjustment with

control levers in MAXIMUM REVERSE and RUN.

Rig pin installed in propeller control rear lever

assembly at flight idle.

Engine control coordinator at 34 degrees (flight idle).

Note screws to allow pointer adjustment.

Now have the condition lever moved to RUN, and thethrottle lever moved to MAXIMUM REVERSE. At-tempt to fit the three-step alignment pin through thereverse slot of the propeller index bracket and into theindexing lever. If the lever does not align properly,manually rotate the lower control pulley clockwise tobring the indexing lever into alignment. If the levercannot be brought into the correct position in thismanner, the throttle rigging is incorrect and must bechecked. If, however, the indexing lever and the re-verse slot can be made to align by rotating the pulley,adjust the cable length by loosening the aft lower con-trol cable and tightening the forward lower control cablein equal increments until the slot and the pin hole willremain lined up. Be sure it requires at least 8 poundsof force to place the condition lever into the featherdetent when you are through.

Check all turnbuckles for proper lock clip installationor safety wiring, and adjustment. Not more than threethreads of each end fitting should be showing out of thebarrel. Check all jamnuts for tightness and proper safetywiring. Refer to the applicable technical publicationsfor torque values for the jamnuts. One additional re-minder: If it was necessary to unfasten the linkage be-tween the coordinator output lever and the fuel controlthrottle lever to set the 90-degree indication on thecoordinator and it was left disconnected, reconnect itat this time. If adjustment of the linkage is required,refer to Section 5 for the details of the procedure.

SECTION 4

Coordinator to Propeller RiggingThe Section 1 checkout may have indicated misadjust-ment of the control system linkages between the co-ordinator and the propeller. Your first step in adjustingthis part of the power plant rigging is to place the flightstation condition lever of the engine to be adjusted inthe RUN position. Move the throttle lever for thisengine to the TAKEOFF position. Since you will needto change the throttle and condition lever settings sev-eral times during the various rigging steps, it is best tohave an assistant remain in the flight station throughoutthe procedure to move the controls as required.

Next, examine the pointer on the coordinator protractorat the engine. It should indicate 90 degrees and beagainst the internal stop of the coordinator. If thepointer does not read 90 degrees, loosen the screwswhich hold the pointer and reposition it on the shaftso that 90 degrees is indicated when the shaft is turnedagainst the coordinator’s internal stop.

Now have your assistant in the flight station move thethrottle lever to the FLIGHT IDLE position. Insert a

14

short 1/4-inch diameter rig pin in the rigging hole onthe propeller control rear lever assembly. Check thereading at the coordinator protractor. The pointershould now indicate 34 degrees. If it does not, discon-nect the propeller control rear link at the control leverand adjust the length of the rod so that the coordinatorpointer reads 34 degrees.

Leave the rig pin in place and move on up to the bell-crank assembly mounted on the reduction gearbox.Try to insert another short 1/4-inch diameter rig pininto the hole provided in the bellcrank. If it will not fitproperly, disconnect the propeller control intermediatelink at the control lever and adjust the rod length sothat the rig pin can be inserted easily.

Now remove all rig pins and, with the flight stationlever still in the RUN position, have your assistantmove the throttle lever slowly to TAKEOFF, then backto FLIGHT IDLE, and then to the MAXIMUM RE-VERSE position. Observe the movement of the pro-peller indexing lever with respect to the index bracketmounted on the back of the control valve assemblyhousing. The lever should line up under the proper slotat each of the throttle positions.

If the alignment appears to be good, attempt to insertthe three-step alignment pin through the appropriateslot in the index bracket and into the hole in the index-ing lever at each of the three throttle positions.

The alignment should be satisfactory at all throttlepositions. If it is not, disconnect the propeller controlforward link at the bellcrank clevis and adjust the link-age as follows:

If the total travel of the indexing lever appears to bedisplaced to the right or to the left with respect to themaximum reverse and takeoff slots in the index bracket,adjust the length of the propeller control forward linkin order to center the indexing lever movement. Notethat the thread on the bellcrank end of the forwardlink is left-handed on most aircraft.

If the throw of the lever appears to be too long or tooshort, adjust the length of the bellcrank clevis rod.Check the progress of your adjustments as you go byreconnecting the forward link to the clevis rod and ob-serving the movement of the propeller indexing leveras your assistant moves the flight station throttle leverthrough its full range.

Continue adjusting both bellcrank clevis rod and pro-peller control forward link, if necessary, until the align-ment pin will fit through the proper slots on the pro-peller index bracket when TAKEOFF, FLIGHT IDLE,

Rig pin installed in bellcrank assembly on reduction

gearbox. Note (1) propeller control forward link;

(2) bellcrank clevis rod.

Bellcrank assembly and propeller indexing lever

correctly aligned at flight idle.

Propeller indexing lever pinned at takeoff.

15

and MAXIMUM REVERSE are selected in the flightstation. When these checks are satisfactory, tighten allself-locking nuts and jamnuts sufficiently so that theywill not slip during subsequent steps of this procedure.

Before proceeding to the next adjustment, have theflight station throttle lever moved to TAKEOFF, MAX-IMUM REVERSE, and then to FLIGHT IDLE whileyou observe the reading on the coordinator protractorat each throttle position. The pointer should read 90degrees in TAKEOFF, 0 degrees in MAXIMUM RE-VERSE, and 34 degrees in FLIGHT IDLE.

Now have the condition lever moved to the FEATHERposition. Return to the propeller index bracket andtry to insert the three-step alignment pin through thefeather slot and into the indexing lever.

Propeller indexing lever pinned at maximum reverse.

Fuel cutoff stop lever and stop pin.

If the alignment is not satisfactory, locate the conditioncontrol link on the inboard side of the coordinatorwhich attaches the coordinator condition lever to thecondition transfer clevis. Disconnect this rod at theclevis and adjust as follows: If the indexing lever tendsto rotate past the feather slot of the index bracket,loosen a jamnut and turn the rod end 1/2 turn toshorten it; if the indexing lever does not rotate farenough, turn the rod end 1/2 turn to lengthen it.

When you have achieved a satisfactory adjustment ofthe feather position at the index bracket, reconnect therod assembly to the condition transfer clevis and tightenthe jamnut finger tight. Examine the witness holes in therod assembly. They must be closed to ensure that asufficient number of threads on the rod ends are engagedwithin the barrel.

Now check to make certain that the movement of thecondition transfer clevis is limited by the externalfeather stop, and not the fuel cutoff stop lever. Thereshould be a clearance of between 0.01 and 0.11 inchesbetween the fuel cutoff stop lever and its stop pin.Adjust the micromatic screw if necessary to obtain thisclearance. Be sure not to disturb the setting of the fuelcutoff stop lever. Its position with relation to the shaftshould not be changed.

You are now ready to make a final check of the pro-peller-to-coordinator linkage system. Be sure that thealignment pin has been removed from the feather slotin the index bracket and have the condition lever re-turned to the RUN position. Have your assistant in theflight station move the throttle lever to TAKEOFF, thento MAXIMUM REVERSE, and finally FLIGHT IDLEwhile you check all adjustments by inserting the align-ment pin through the index bracket and into the index-ing lever at each position. When the throttle lever hasbeen returned to FLIGHT IDLE, also confirm that arig pin can still be inserted in the hole in the bellcrankassembly on the reduction gearbox.

If these checks are satisfactory, you can complete thispart of the rigging procedure by torquing all nuts to theproper values and replacing safety wire as required.

SECTION 5

Coordinator to Fuel Control RiggingIf the linkages between the coordinator and the fuelcontrol show evidence of being out of adjustment, pro-ceed as follows: Place the condition lever of the engineto be checked in the RUN position, and the throttlelever in the FLIGHT IDLE position. You will need tomove the throttle and condition levers several times asthe various checks and adjustments are made, so it is

16

a good idea to have an assistant remain in the flightstation throughout the procedure to move the controlsas necessary.

Now insert a short 1/4-inch diameter rig pin into thehole provided in the propeller control rear lever assem-bly, and then check to see that the protractor pointer onthe outboard side of the coordinator reads 34 degrees.

i If it does not, first re-rig the engine according to the in-formation given in Section 4, which deals with coordi-nator-to-propeller rigging.

If the protractor pointer does indicate the required 34degrees, locate the condition control link on the in-board side of the coordinator that attaches the coordi-nator condition lever to the condition transfer clevis.Disconnect the rod assembly at the coordinator end androtate the coordinator condition lever clockwise to fullunfeather, as far as it will go.

Disconnect indicated rod assemblies to make

coordinator to fuel control rigging adjustments.

Next, disconnect the rod assembly that attaches thethrottle output lever of the coordinator to the fuel con-trol throttle lever at the forward end. It will usually benecessary to remove the rig pin from the rear controllever assembly and have the throttle lever in the flightstation moved to MAXIMUM REVERSE to make therod end accessible.

Locate the protractor on the underside of the fuel con-trol and move the fuel control pointer through its fullrange. Check the readings at the pointer. The readingsat the ends of travel should be 0( +/- 1/2 ) , and 90( +/- 1)degrees.

Now move the fuel control throttle lever so that theprotractor pointer indicates 73.5 degrees. Note theposition of the throttle lever with respect to the pro-tractor scale. It should now be vertical, opposite the45-degree mark. Use the position fixture, No. 6796658or the equivalent, to verify the setting of the fuel con-trol lever. If necessary, adjust the micromatic screw onthe throttle lever at the shaft to obtain a reading of 45degrees.

As the next step, set the length adjustment screw on thefuel control throttle lever at the center of its range.Check the rod assembly which attaches the fuel controlthrottle lever to the throttle output lever of the coordi-nator to see that the thread engagement at both ends isequal; the witness holes should be closed.

Reconnect the rod assembly to the fuel control throttlelever and have the flight station throttle lever returnedto FLIGHT IDLE. Reinsert the rig pin in the propellercontrol rear lever assembly, and adjust the rod lengthso that the coordinator pointer and the pointer on the

Fuel control protractor with indicator at 34 degrees.

Engine control coordinator with indicator at 34

degrees. Identical values must always be shown on

both protractors.

17

Length adjusting screw on fuel control throttle lever.

Do not operate the PROP RESYNCHROPHASE switch

with the propellers static.

fuel control unit both indicate 34 degrees. The throttleoutput lever on the coordinator and the fuel controlthrottle lever should be parallel.

Now remove the rig pin from the propeller controlrear assembly and have the throttle lever in the flightstation moved through its full range from TAKEOFFto MAXIMUM REVERSE and back to the FLIGHTIDLE position. The readings at the fuel control unitprotractor and the coordinator protractor should agreewithin 1 degree at all points.

If the readings do not agree, turn the length adjustingscrew on the fuel control throttle lever to change thetravel of the pointer on the fuel control unit. Adjust thescrew inward to increase the travel of the pointer, andoutward to decrease its travel. One-half turn willamount to a change of about a degree in the readingobtained.

Now reconnect the rod assembly which attaches thecondition transfer clevis on the coordinator to thecoordinator condition lever and have the conditionlever in the flight station moved to the FEATHERposition. The condition transfer clevis should be againstthe external feather stop.

Check to see that the fuel cutoff rod which extendsfrom the coordinator to the fuel cutoff valve levermeasures 2 and 23/64( +/- l/64) inches betweenmounting hole centers. Adjust the micromatic screwon the fuel cutoff lever to obtain a clearance of 0.01to 0.11 inches between the stop lever on the fuel cutoffvalve shaft and the stop pin. Be sure to make the ad-justment by moving the fuel cutoff lever, not the stoplever itself.

Now tighten all control linkage 10-32 self-locking nutsto a torque value of between 30 and 40 inch-pounds.Tighten the fuel control cutoff lever and fuel controlthrottle lever micromatic screw 1/4-20 self-locking nutsto a value of between 80 and 85 inch-pounds. Tightenthe coordinator condition lever, fuel control cutofflever, and throttle output lever l/4-28 self-locking nutsto a torque value of between 45 and 50 inch-pounds.

You can now complete this portion of the Herculespower plant rigging procedure by checking to see thatall linkages have been installed and all jamnuts proper-ly tightened. Have all linkages operated through theirentire ranges from the flight station. If necessary,loosen the rod end jamnuts and rotate the rod ends toeliminate any interference which may be present. Notethat rod ends should be replaced when movement ofmore than 0.005 inches perpendicular to the mountinghole of the rod end can be detected with the bearingsin a stationary position.

18

SECTION 6

Static Propeller AdjustmentsThe static propeller checks and adjustments describedin this section should be carried out after installationof a replacement control valve housing, or after repairshave been performed on the propeller control valve as-sembly in which the internal settings may have beendisturbed.

Please note that the procedures discussed in this sec-tion include selected propeller rigging steps which areparticularly useful in connection with power plant rig-ging. They are static checks and do not constitute acomplete operational checkout of the propeller. Fullpropeller operational checks should be done in accor-dance with the instructions given i n the appropriatetechnical publication.

Three cautionary notes are applicable in connectionwith static propeller checks: First, be sure that thepropeller control assembly has been serviced with thecorrect quantity and type of oil before attempting tocycle the propeller. Without oil, the pressure cutoutswitch cannot be activated to stop auxiliary pumpoperation at the feather position. Second, the temper-ature of the propeller oil must be at least 32 degrees F,or 0 degrees C, before any movement of the propellerblades should be attempted. Seal damage and leakagewill occur if blade angle checks are carried out attemperatures below freezing. Finally, be sure not tooperate the PROP RESYNCHROPHASE switch withthe propellers static.

To carry out most static propeller adjustments, youwill need a source of AC power to operate the featherpump of the propeller. Either an external power sourceor power from the internal ATM generator or APUmay be used.

As the first step in this procedure, you will want toconfirm that the input shaft assembly has been prop-erly adjusted during the installation of the propellercontrol valve housing cover. This may be done beforeproviding AC power to the airplane, if desired. Havethe flight station condition lever placed in RUN, andthe throttle lever in FLIGHT IDLE. Remove the accessplate from the cover of the valve housing assembly, andlocate the beta schedule rig pin hole in the control valveassembly.

Attempt to insert the three-step propeller alignmentpin through the beta schedule rig pin hole and into theslot in the alpha shaft. If the pin fits properly, leave itinstalled and attempt to insert a second three-stepalignment pin through the flight idle slot of the propel-ler index bracket into the indexing lever.

Propeller control valve assembly with access plate

removed. Note (1) beta schedule rig pin hole;

(2) reverse stop adjustment; (3) beta schedule

adjusting nut.

Alignment pins installed in beta schedule rig pin hole

and propeller indexing lever. (Remove entire access

plate to make adjustments.)

Note head of split gear preload adjusting screw

accessible at maximum reverse.

19

View of split gear inside propeller control valve

housing cover.

Microrings for adjusting propeller indexing lever

position.

Static propeller adjustments include checks of

clearances at the NTS bracket.

If these checks are satisfactory, remove both pins andhave the throttle lever in the flight station placed in theMAXIMUM REVERSE position. Now locate the pre-load screw on the split gear which is mounted on theinput shaft just inside the cover of the valve housingassembly on most aircraft. The screw head should beaccessible for screwdriver adjustment. Check also to seethat only the double portion of the split gear is meshedwith the spur gear on the end of the alpha shaft. Thesingle segment is not strong enough to bear the requiredloads. Damage will result if this segment of the gear isallowed to contact the input gear on the alpha shaft inany operating position.

In the event that any of the checks of the input shaftassembly have proved unsatisfactory, it will be neces-sary to remove the cover of the valve housing assemblyand readjust it. Disconnect the linkage to the coordi-nator at the universal joint just aft of the propellerindex bracket, remove the nuts that hold the cover tothe body of the valve housing assembly, and lift it off.

Loosen the nut on the aft end of the input shaft enoughto free the micro adjusting rings. Adjust the positionof the indexing lever so that it will be in the maximumreverse position when the preload screw on the splitgear inside the cover is lined up parallel to the base ofthe cover.

The head of the screw must face toward the accessplate in the cover of the valve housing so that it canbe reached with a screwdriver after replacement ofthe cover. Adjust the screw at this point to remove anypreload on the split gear. Now retighten the nut on theinput shaft to close the microrings and lock the index-ing lever in place on the shaft.

Next, rotate the alpha shaft of the control valve assem-bly so that a three-step alignment pin can be insertedthrough the beta schedule rig pin hole and into theupper slot on the cam on the alpha shaft. This is theflight idle position. Leave the pin in place and use asecond three-step pin to also fix the indexing lever ofthe input shaft in the flight idle position.

Carefully lower the cover onto the valve assembly. Itwill be necessary to temporarily remove the alignmentpin from the propeller indexing lever in order to getthe teeth of the split gear and the alpha input gear toengage properly, but be sure that the pin will fit atthe flight idle slot after the cover is fully in place.When the cover is seated, replace the nuts which holdthe cover in place and reconnect the linkage to thecoordinator.

Remove the alignment pins and have the throttle lever

20

in the flight station moved to the MAXIMUM RE-VERSE position. Check again to be sure that the dou-ble portion of the split gear is properly mated with thegear on the alpha shaft, and that the preload screw isaccessible. Now tighten the preload screw sufficientlyto remove any lash; then replace the access cover andtighten down the nuts.

Whenever the cover of the control valve housing hasbeen removed, the clearance on the NTS bracketshould be checked. Have an assistant rotate the controlassembly firmly against the drive bracket in a counter-clockwise direction, as viewed from the front. Checkthe clearance between the control lever on the valvehousing assembly and its adjustment screw, and alsothe clearance between the engine NTS plunger and theengine lever adjusting screw. Both should be between0.011 and 0.020 inches.

Next, with AC power on the airplane, close the follow-ing circuit breakers of the propeller and engine undertest. On the copilot’s side circuit breaker panel, closePROP OIL LEVEL, NTS CHECK, and FEATHER& AIR START. On the pilot’s side circuit breakerpanel, close FEATHER PROP MOTOR, PHASE A,B, and C.

Now place the FEATHER VALVE AND NTSCHECK switch in the flight station to the VALVEposition, and move the condit ion lever to theFEATHER position. The FEATHER OVERRIDEbutton should pull in while the propeller blades aremoving toward the feathered position, and theFEATHER VALVE AND NTS CHECK light shouldilluminate.

A maximum of 23 seconds will be required to bringthe propeller to full feather when the engine oil tem-perature is within normal limits. The FEATHERVALVE AND NTS CHECK light may extinguishafter the blades have stopped moving. Watch theFEATHER OVERRIDE button to be sure that it popsout when the propeller blades have reached the fea-thered position. If the button does not pop out within5 seconds after the propeller feathers, pull it out man-ually to prevent damage to the propeller auxiliarypump. Note that the duty cycle for the auxiliary pumpis equal time on and off, up to 60 seconds on and 60 sec-onds off. The maximum total running time is 2 minutesin any 30-minute period. You may run it longer provid-ing you can hold your hand on it for 5 seconds orlonger-approximately 150 degrees F-but monitorit closely.

Now place the FEATHER VALVE AND NTSCHECK switch to the NORMAL position and note

that the light should be extinguished. Next, place theswitch to the NTS position, and note that the lightshould illuminate.

Move the condition lever of the engine under test fromthe FEATHER position to the GROUND STOP posi-tion and note that the NTS light should remain illumi-nated.

Now move the throttle lever to the FLIGHT IDLEposition and hold the condition lever in the AIRSTART position until the propeller blades stop mov-ing. The blades should move from the feather positionto the low pitch stop position.

Next, insert a 0.225inch shim between the NTSplunger on the reduction gearbox and the lever of thebracket and lever assembly. Place the FEATHERVALVE AND NTS CHECK switch to the VALVEposition and hold the condition lever to the AIRSTART position. The FEATHER VALVE ANDNTS CHECK light should illuminate, and the pro-peller blades should move toward the feather position.Be careful not to move the throttle lever, and do notmove the condition lever toward the FEATHER posi-tion while the shim is installed. After this check iscomplete, remove the shim from the NTS bracket andreturn the NTS switch to the NORMAL position.

You are now ready to carry out a series of blade anglechecks and adjustments at the propeller control valvehousing. Before proceeding with any of the blade anglechecks, however, determine whether the propeller in

Propeller controls on the copilot s side shelf.

on the backup valve control cam scale for the correctindication of 4 to 5.5 degrees; if the propeller isequipped with a servo governor, the value should be5 to 6.5 degrees.

Backup valve control cam scale indicating a blade

angle of 4.5 degrees.

question is equipped with a standard or a servo governor.Some of the beta schedule settings for propellersequipped with servo governors are slightly differentfrom those equipped with the standard governors. Bothvalues will be given where applicable. Note also thatsince the throttle and condition lever settings will needto be changed several times during this part of the pro-cedure, it is best to have an assistant remain in the flightstation to move the controls as required.

Have the condition lever in the flight station moved tothe FEATHER position. Remove the access plate onthe valve housing cover and locate the scale on the back-up valve control cam. The scale should show an indi-cated blade angle of 92.5 degrees at the reference mark.

If the reading indicates that the beta shaft is not indexedcorrectly, write down the actual reading and proceedas follows: Have the throttle lever moved to theGROUND IDLE position and the condition lever toAIR START. This will rotate the beta shaft and allowaccess to the adjusting screws. When the blade move-ment stops, note the reading on the cam scale and, byusing the adjustment screws, add or subtract a suffi-cient number of degrees so that the cam scale will read92.5 degrees when the propeller is returned to thefeather position. Check this by having your assistantplace the condition lever in the FEATHER position.When the blades stop moving, the backup valve con-trol scale should read 92.5 degrees.

You are now ready to carry out the beta schedule check.First, the condition lever should be returned to RUN,and the throttle lever to MAXIMUM REVERSE. Thenhave the condition lever held in AIR START until theblade movement ceases.

Have the throttle moved to GROUND IDLE andinsert a No. 546456 two-step alignment pin throughthe beta schedule rig pin hole and into the slot onthe alpha shaft cam. Now have the condition leverheld in AIR START until the prop blades stop mov-ing. Remove the alignment pin and check the reading

22

If the reading is greater than the maximum allowableangle for the propeller you are testing, turn the betaschedule adjusting nut counterclockwise to decrease theblade angle. If the reading is less than the requiredminimum angle, turn the beta schedule adjusting nutclockwise to increase the blade angle. Each lockingnotch of the hexagonal locking sleeve is equal to about1/2 degree of blade angle.

Whenever the beta schedule adjustment is changed, re-peat the movement of the throttle lever to MAXIMUMREVERSE and back to GROUND IDLE, removingand reinstalling the two-step pin each time. At boththrottle lever positions, have the condition lever heldin AIR START until the propeller movement stops.Note that once the GROUND IDLE setting is cor-rectly established, the rest of the schedule will becorrect since the schedule is determined by the profileof the alpha and beta cam contours.

Now have the throttle lever moved to FLIGHT IDLEand fit a three-step alignment pin through the betaschedule rig pin hole and into the slot on the alphashaft cam. Have the condition lever held in AIRSTART until the blades stop moving and then checkthe blade angle shown on the backup valve controlcam. It must be at least 17.5 degrees for standardgovernors and 18.5 degrees for servo governors.

After beta shaft indexing and beta schedule adjustmenthave been carried out, remove the alignment pin andhave the throttle set to MAXIMUM REVERSE, andthe condition lever held in AIR START until blademovement stops. Check the reading on the backup valvecam scale for a reading of - 6 to - 8 degrees, the cor-rect reverse stop setting for propellers with standardgovernors. Where the propeller is equipped with a servogovernor, - 6.5 to - 8.5 degrees is the desired angle.

If the indicated blade angle is not correct, have thethrottle lever returned to GROUND IDLE or aboveand reset the reverse stop adjustment located directlyabove the beta schedule adjusting nut. Turning the re-verse stop two flats of the hexagon will produce about aone degree change in the propeller angle. Clockwise ro-tation reduces the negative angle, and counterclockwiserotation increases it.

When the reverse stop adjustment has been made, thestatic propeller checks and adjustments are complete.Replace the access plate on the cover of the propellercontrol valve housing, and tighten down the nuts. Besure that all alignment pins and rigging pins have beenremoved from the linkages and from the inside of thecontrol valve housing.

When aircraft landing wheels are inspected for evidenceof damage and cracks during periodic inspections or tirechanges, it is a good practice to make s u r e that eachwheel assembly is given a really thorough check.

In July-September 1977 issue of Service News (Vol. 4,No. 3), we touched upon many of the general pro-cedures which arc applicable to aircraft tire and wheelmaintenance. In the field, of course, it is often the detailsof just how a specific maintenance task is carried outthat make all the difference.

An interesting case in point concerns wheel inspections.Goodyear Aerospace Corporation, a major manufac-turer of aircraft wheels, warns in their Service Letterdated 1 June 1976 that there appears to bc a tendencyto overlook certain sections of the wheel halves duringinspections. Operators generally examine the bead scatand tire sealing areas carefully, but may let a quickonce-over suffice for other parts of the wheel assembly.Cracks and damage may lurk undetected in these areas,opening the door to leaks or sudden failure later on.

An important area which is frequently neglected is theouter surface of the tube well (see Figure 1 ). Smallcracks in this part of the wheel may in time extendthrough to the inner surface and allow leakage to takeplace. The Ioss of air pressure will usually lead to thediscovery of the problem while the crack is still rela-

tively small, but if the crack penetrates through a por-tion of the wheel that is covered by the bead, the tire willcontinue to hold air and the crack may remain unde-tccted. In such cases it is possible for a crack to go un-noticed until it is large enough to endanger the structuralintegrity of the wheel.

The best way to avoid such a possibility is to put specialemphasis on close examination of the critical area of thetubewell, as well as the bead seat. During inspections ordisassembly of a wheel, take the time to examine each

Figure 1

CRITICAL

CENTER LINE OF HUB

OUTER SURFACES TYPICALBOTH SIDES -ALL WHEELS

WHEEL CROSS SECTION

wheel half carefully. Check the surfaces of the tubewellarea for cracks or potential cracks, and pay particularattention to the section from the bead radius to the endof the toe of the tire.

23

Index by Subject VOL.l, NO.1 through VOL.4, NO.4

ELECTRICAL AND ELECTRONICSIssue

AC VOLTAGE REGULATORS VOL. 4, NO. 4

Matching of Generator andOCT-DEC 77

Voltage Regulator

APQ-122 RADAR VOL. 4, NO. 4

Basic Description and OperationOCT-DEC ‘77

BOOST PUMP ELECTRICAL VOL. 4, NO. 4CONNECTOR OCT-DEC ‘77

For the Hydraulic Suction Boost Pump

CONNECTORS VOL. 1, NO. 3

Part Number Cross-Reference andJUL.SEP ‘74

Important Details on Assembly

(Fuel Quantity Indicating System)

HERCULES WIRE IDENTIFICATION VOL. 1, NO. 2

Including a Cross-Reference ChartAPR-JUNE ‘ 7 4

NICAD (NICKEL-CADMIUM) BATTERIES VOL. 1, NO. 4

Don’t leave “Well Enough” AloneOCT.DEC ‘74

ENGINES AND PROPELLERS

CRACKED PROPELLER DOME SHELL VOL. 3 , NO. 2APR-JUN ‘76

HERCULES ENGINE TACHOMETER VOL. 1, NO. 1SYSTEM JAN-MAR ‘74

HERCULES PROPELLER CONTROL VOL. 1, NO. 2OIL LEVEL CHECK APR.JUN 74

Using the Atmospheric Sump Dipstick

OIL PRESSURE TRANSMITTER VENTLINE ON JETSTAR ENGINES

PRESERVATION OF T-56 ENGINES

PROPELLER VALVE HOUSINGINSTALLATION

STARTING FOR A LONGER ENGINELIFE

Understanding Engine Starting

Events

THE EXTERNAL SCAVENGE OILFILTER

Checklist for Oil Venting and

Differential Pressure Symptoms

TROUBLESHOOTING ENGINE START

PROBLEMS

TURBINE TEMPERATURETROUBLESHOOTING

How to Check Abnormal

Temperature Readings from One

Engine Against the Other Three

USING THE TACH GENERATOR TESTFOR AN AUTO-TAC

WHERE DID THE OIL GO?

Troubleshooting Engine Oil Losses-

Replacement of An Accessory

Housing Oil Seal

24

VOL. 4, N O . 1JAN-MAR ‘77

VOL. 2, N O . 4OCT.DEC ‘75

VOL. 2 , N O . 2APR-JUN ‘75

VOL 2, N O . 2APR-JUN ‘75

VOL. 2, N O . 2APR-JUN ‘75


VOL. 1, NO. 4OCT-DEC ‘74

VOL. 4 , N O . 3JUL-SEP ‘77

VOL. 2, N O . 3JUL.SEP ‘75

Page16

3

18

16

9

10

14

8

3

22

9

19

3

7

23

FUEL SYSTEM

AN UPCOMING PRODUCTIMPROVEMENT

New Fuel Quantity Tank Probes

A QUICK WAY TO DRAINHERCULES AUX TANKS

CONNECTORS

Part Number Cross-Reference and

Important Details on Assembly

CONTROLLING MICROBIAL GROWTH

In Aircraft Fuel Tanks

DELAYED MAINTENANCE,. . CAN

GIVE YOU A BLAST

Fuel Quantity Indicating System

Opera t ion

HERCULES FUEL QUANTITYINDICATING SYSTEM

HERCULES FUEL VENT SYSTEM

Keep Obstructions Out

LEAKY FASTENERS

Prevention and Detection of Leaking

Fuel Tank Fasteners

LOCATING LEAKS

In Auxiliary Fuel Tanks By Color

REPAIR OF RUBBER COVERING ONINFLIGHT REFUELING HOSES

GENERAL AIRFRAME

DOORS

FLIGHT CONTROL CABLE TENSIONREGULATORS

Description and Operation of

Cable Tension Regulators

HERCULES CREW ENTRANCE DOOROPEN WARNING SWITCHADJUSTMENT

HERCULES FLAP SYSTEM

A Brief Description of the Hercules

Flap System

HERCULES TOWBAR SHEAR BOLTS

Explanation of Shear Bolt Function

INSTALLATION TOOL-WINGLEADING EDGE HINGE PIN

NUTS, BOLTS, SCREWS

PRECIPITATION STATIC DISSIPATION

Causes and Solutions for

Precipitation Static

Issue

VOL 4, NO. 1OCT-DEC 76

VOL. 1, NO. 2APR-JUN 74

VOL. 1, NO. 3JUL-SEP 74


VOL. 1, NO. 3JUL.SEP 74


VOL. 1, NO. 1JAN-MAR 74






VOL. 2, NO. 4OCT-DEC 75





VOL. 4, NO. 2APR.JUN 77



Page

22

6

16

10

18

2

14

3

14

15

3

17

15

14

13

18

22

14

3

20

GENERAL AIRFRAME (Cont d)

Issue

PREFORMED PACKINGS VOL. 3, NO. 1JAN-MAR 76

STATIC GROUND ASSEMBLIES VOL. 4, NO. 3

Deleted from landing GearJUL-SEP 77

TORQ-SET SCREWS AND TOOLS VOL. 3 , NO. 4

Descriptions, Illustrations, and ListsOCT-DEC ‘76

of Various Torq-Set Fasteners

and Tools

TURNBUCKLE TOOLS VOL. 1 , NO. 4OCT-DEC ‘74

UPPER COWLING HINGE VOL. 4, NO. 4LUBRICATION OCT-DEC 77

Installing Grease Fittings to

Lubricate Engine Cowling Hinge Pins

WINDSHIELD WIPER ALIGNMENT VOL. 1 , NO. 4TOOL OCT-DEC ‘74

WASHING THE HERCULES VOL. 2 , NO. 4

Emphasis Placed on the Value ofOCT.DEC ‘75

Thorough Cleaning for Extended

Service Life of an Airplane

GROUND OPERATIONS

FLIGHT LINE OBSTACLE COURSE VOL. 2, NO. 1

Caution During Taxiing or TowingJAN-MAR ‘75

HERCULES GROUND HANDLING VOL. 3 , NO. 3

Tips on Towing, Parking, Mooring,JUL-SEP ‘76

and Jacking the Hercules

HERCULES TOWBAR SHEAR BOLTS VOL. 4 , NO. 3

Explanation of Shear Bolt FunctionJUL-SEP ‘77

HOT BRAKES VOL. 4, NO. 3

Problems of Overheated BrakesJUL-SEP ‘77

HOW TO MOVE AN INCOMPLETE VOL. 2, NO. 1

HERCULES JAN-MAR ‘75

Balance, Counterbalance and

Removable Load Bearing

Components Taken in Consideration

OXYGEN SAFETY VOL. 1, NO. 1

An Article Applicable to any AircraftJAN-MAR ‘74

with an Oxygen System

POLYTETRAFLUOROETHYLENE VOL. 2 , N O . 1

(TEFLON) JAN-MAR ‘75

Lining for Oxygen Servicing Hoses

HYDRAULICS

BOOST PUMP ELECTRICALCONNECTOR

DON T SLAM THE DOOR

Operating Tips for the Aft Cargo

Door

FLARELESS FITTINGS

Treated Properly, a Better Fitting

HERCULES FLAP SYSTEM

A Brief Description of the Hercules

Flap System

VOL. 4 , N O . 4OCT-DEC ‘77

VOL. 4 , N O . 1JAN-MAR ‘77


VOL. 4 , N O . 1JAN-MAR ‘77

Page

3

21

11

5

15

9

3

3

3

22

18

4

10

9

18

17

3

18

HYDRAULICS (Cont d)

HOW TO BLEED A HERCULESHYDRAULIC PUMP-AND KEEPIT CLEAN

HYDRAULIC FLUID INTERCHANGEBETWEEN SYSTEMS

A Leaking Accumulator Can Cause

an Interchange of Hydraulic Fluid

HYDRAULICS

Hercules Hydraulic System

Interconnect Valve Positioning

Procedure

NEW CHECK VALVE

Specified for Hercules Hydraulic

Pump Pressure Lines

NEW FILTER ELEMENTS

For Hercules Hydraulic Systems

NEW HYDRAULIC PUMP

Limits Temperature

OPENING THE HERCULES RAMP

Using the Auxiliary System

Handpump

PRESSURE INDICATOR LAG

SEALS FOR HERCULES PUROLATORHYDRAULIC FILTERS

A Chart Listing the Seals Required

to Service Hydraulic Filters

SERVICING HERCULES HYDRAULICFILTERS

Seals for Servicing Hercules

Hydraulic Filters

TWO DIFFERENT HERCULES ENGINEDRIVEN HYDRAULIC PUMPS

LANDING GEAR

HERCULES HIGH ENERGY BRAKES

Single Disk Versus Multi-Disk

HERCULES MLG BALLSCREW LUBE

Side Lubrication Fitting Modified

HOT BRAKES

Problems of Overheated Brakes

JETSTAR NOSE STEERING SYSTEM

KEEP UP THE PRESSURE INJETSTAR TIRES

Precautions and Recommendations

for Inflating JetStar Tires

NEW ALLOY

For JetStar Landing Gear Shock

Struts

NOSE WHEEL SHIMMY

And What to do About It

SAFETY WIRE FOR HERCULES

MLG Torque Tube Yoke Assembly

IssueVOL. 1, NO. 2APR-JUN 74



VOL. 4, NO. 2APR-J UN ‘77


VOL. 2, N O . 3JUL-SEP ‘75

VOL. 1, N O . 4OCT-DEC ‘74

VOL. 2, N O . 4OCT-DEC ‘75

VOL. 3, N O . 3JUL.SEP ‘76


VOL. 1, NO. 3JUL.SEP ‘74


VOL. 4, N O . 4OCT.DEC ‘77

VOL. 4, N O . 3JUL-SEP ‘77

VOL. 1, NO. 1JAN-MAR ‘74

VOL. 3, N O . 2APR-JUN ‘76



VOL. 3 , N O . 4OCT-DEC ‘76

Page

11

16

10

15

14

12

6

12

13

15

15

10

17

18

8

15

12

18

15

25

LANDING GEAR (Cont’d) PNEUMATICS AND ENVIRONMENTALIssue Page

21

12

Issue



Page

23

2

STATIC GROUND ASSEMBLIES VOL. 4, NO. 3JUL-SEP 77

FIRST AID FOR THE HERCULESTEMPERATURE CONTROL SYSTEM

Deleted from landing Gear

HERCULES AIR CONDITIONINGSTEEL CYLINDERSMLG ACTUATORS

FOR THE JETSTAR VOL. 1, NO. 2APR-JUN 74 A Basic Description of the

Air Conditioning System

Hercules

You Can Install These Preferred

HERCULES NEW AIR CONDITIONING VOL. 3, NO. 3UNITS JUL-SEP 76

New Changes to the Hercules Air

Conditioning System

Spares 18

THINNER SERRATED PLATES

For Hercules Main landing Gear


21

3HERKY S NEW APU

Operation and Description of the

New APU for the Hercules


3TIRES

Operation, Maintenance, and

Handling Tips


HOW THE 1867THTURBINE PROBLEM

FCS LICKED A VOL. 1, NO. 3JUL-SEP 74


23

20MISCELLANEOUS HOW JETSTARS KEEP THEIR COOL

Maintenance of Turbine-Fan, Air

Conditioning Refrigeration UnitsFIRST FLIGHT OF MODIFIED JETSTAR VOL. 2, NO. 2

APR-JUN 7523

20

19

OXYGEN SAFETY

An Article Applicable to any

Aircraft with an Oxygen System


10

JETSTAR II

Advanced Data On New

Configuration


POLYTETRAFLUOROETHYLENE VOL. 2, NO. 1(TEFLON) JAN-MAR 75

lining for Oxygen Servicing Hoses

9

KC-130R FLIGHT SIMULATOR

A Brief Description of the KC-130R

Fl ight Simulator


SPARE NUTS FOR V-BAND VOL. 4, NO. 4COUPLINGS OCT-DEC 77

Size and Part Number Designations

for V-Band Coupling Nuts

18

LOCKHEEDNUMBERS

AIRCRAFT SERIAL VOL. 2, NO. 2APR-J UN 75

19

7

identifies Production Sequence Only STARTER SERVICING VOL. 3, NO. 4OCT-DEC 76


11

14THE STANDARDIZED LOGISTICS VOL. 1, NO. 2MANAGEMENT SYSTEM APR-JUN 74

A Better Way to Maintain Any High

Technology Product

THE FORGOTTEN SCREENS

Cleaning Screens in the

Air Conditioning System

The Vol. 4, No. 3, July-September 1977 issue of theService News carried an article on page 2 1 entitled“Static Ground Assemblies Deleted From LandingGear.” The article stated that “MLG static groundingassemblies have been deleted from the JetStar, C-SA,C- 14 1, and L- 1011 aircraft with no reported problemsto date.” Although this statement is true for the C-5A,C-141, and L-101 1, the static ground assembly hasnot been deleted from the JetStar and is still installedas part of the production aircraft.

has the nomenclature reversed on the navigator’s indi-cator and the pilot’s indicator. The illustration is cor-rect; the titles should be switched.

Vol. 4, No. 4, October-December 1977. The article onpage 18, entitled “Spare Nuts For V-Band Couplings”contains part numbers for size 10-32 and 1/4-28 nuts.The part number for the 10-32 nut is listed incorrectlyas A1200J-02. The correct number is Zl2OOJ-02.

Vol. 4, No. 4, October-December 1977. The illustra-tion on page 5, entitled “Components and Location,”

26

VOL I 1'10 I JANUARY MARCH 1974

FlARElfSS FITTINGS TrHttd P10lJih1V • B"1t9t F •U•f'tQ

SlAIH IP:> Htrc utto. Enw•N T Khome h11 Sv\t tm

9 J 11St.:.t No• Steering Sv,.tm

10 O X YG[" SAFE TY A n An•ct. Appttcofb .. to arty A•cr•·h w tth • n 0 • .,.04"" Sy,t•m.

14 HERCULFS F '.JEL VE'\,'T SYSTEM f("p0bl1ruic:..cms 0 ul

VOl. 1, NO 4 OCTOllER-O ECEMBE A 10 14

TURBIN( Tf.,PEAATURE TROUOl ESHOOTING t1ow to CM<* AbnormrillTtrnp•.n u.-e R•.:id11\9S horn ON E1191A• Ap1nsi the Ott.. ThtM

O PEN l'llG TIU H ERCULES RAMP Uti.mt Ttw Au.u twv SVS1em H• Pdpump

10 NICAD INICK[L CADMIUMI BATT ERIES Do n' t L Hvt ·w ell Enough" A loi ..

IS COR RECTION

s 9

How .HtSCMt t("9 Thrert Cool

STARTIPS TV'nbwQt. l•Tooh W1ndW1•ld V/1per A 11gnrMnt l'ool

VOL 2. NO 2 APR IL JUN( 1975

START IN G FOR A LONGER CNG INE L.IFE Untf 9f\>t•nd1f"IJ EngmeStou tmy ( vtitU\ fo r a Profeu.arul App,o.ich low411'd E ic1en.dmg £ ng101 L.1h1

THE E XTERNAL SCAVENGE OIL FILTER £ ._,ttr• h Service Ltf;:. of Hero.it• '°""'•' Pb-rn -Cti.Oi •I fOf 011 Vent ing and 01fl .. 1rt1.,1 Prt"SSUrt Sy"151ttwnti

10 CONTROLLtN G MIC~OB IAL GROWTH l n A ucrirh rt.1ll Tanks

14 LOCATING LEA KS In A u,u har v Fuet T.11nks 8 v Cok>r

19 LOCKHEED AIRCR AFT SERIAL 'IUMBERS tdanl•ftlt\ ProduC110rt SeQuenOI Only

20 JETSTAR ti Ad..,1ncfd 0 11.t On New Co1111111ur,Haon

13 FI RST FLIGH T O r MODIFIEOJETSTAR

STAA rw ] !:) Propell1tt Vwlvo Hous111g l nsta lLthon

VOL I . NO 2. A PRILJUN[ 1974

3 HERCU LES PROPCLLCR CONTROL OI L LEVEL Cll CC K

Usen9 "'* A lmo1pht!f1c Sump 0 1pt.11rk

T H E S TANOARDIZEO LOO ISl lCS MANA GE MENI S Y!.-rCM

A 8vHe r W11y 10 M• 1tU.•in A ny HIQh T.ctv-.o"'9v Produo

HERCULE$\~1Rl IDENTIFICA TIQ .. l nduth"f • Crou. Rtri.....-.c:a Ch.-t

12 S TEEL CYc lNOCRS FOR THE J ETSTAR MLG ACT UA TORS

Yo ,1 Coin tntiuill T ll;ne P111hu 1wd S SJi1rt11

STARTIPS A Ou\Ck W• y tO Or•m H • culuAux l .tnlu

1 1 How 10 6~ A Hlt'cu!e.s Hydr.JUhc Pumo -• M KMP It Ct .. n

INDEX

1974 THROUGH

1975

VOL 2 , "'0 3 . JULYSlPTEMBER 1975

NUTS. BO LI S , SCllCWS 130 11 td"n11llcuu :in Ch.u1 Scuw ldttnt rf1c.;H t0f1 Chart Nu1 ld•nutaoon Ch.wt

12 N EW HYDRAULIC PUMP LtmtH T •1T1,...-atu ,.

14 WHER E O ID TH ( O I L 0 0 1 Tro ub l41•hOOhf'IQ Eng1ntt O il Lo~• 1'1Pt.C11ment ol A n A c t..i WH Y Ho usmg 0 11 S•a l

VOL 1 NO 3 JULYSlPTEMBER 1974

HERCULES FUEL QUANTITY INO ICA TING S YSTEM

2 TROUBLESHOOTIN G 0 Tank Un 1t t, Pa r1 N 1.1mbwsand C•PIC•flnot

10 Troubl'9tll00t1119 Ch.art 15 Fv.1 V' •• .ght To C.SMC•t•nu

16 CONNECTORS Pito N umber Cro»-A .t.,.tnce •nd l'"fll)rt• "' o.i.,,1~ on A1t11t'l'lbl1

18 DELA YEO MA INTl NANCE , • CAN GIVC YOU A BLAST

20 HOW JETSTAR$ KEEP THEIR COOL l\\a•nten.tt1C• of Turb•• Fen. A.w Conditio,.,..t R4ffr9f'tahOn U111h

STARTIPS 15 T wo Orfttt1tflt H .. a.tMts Eng1f'W! 01'•\0fl'li HvG••u lu:

Pumps. 23 How thfl 186?1h res Lsdtl"d Oil Tu1b1u• p,cibl•o'I

VOL 2 , N0. 1, JAN UARY MARCH 1975

ID

FLIGHT LIN E DOST A CLE COURS E C.111aon O i.trtnv T1t111t"I °' Tow.,.

HOW TO MOVE AN INCO~'PLETE H ERCU LES B.:a&ann, Coun11H IHM.nc.. • od ,.wrw1.,..11.btl L w d a .. rmu Com.,o1'\ltinl~ Tia\.ttn Into Com,fd•1 1,..,11

POL. VTET RAf LUOROETHYLENE IT HlONI Lining to1 0 11.vviln Str•oc.inil Ho•~

HERCULES H IGH EN ERGY BRAKES S•,,,g:WOr.k V11.,, M..,k10,..

t2 NEW ALLOY For J.,S-..1 L•~ ·nu o..., Shock Soun

14 NEW FILlER ELEM ( N TS Fur H•rcult• H vdmuhc Systems

13 STARTIPS

Herc uiu Crew E:nu-..M11: OOOA OP[N v. .. ' "•''il L11h1 S..r11ch A dJUM,.,en!

VO L 2 NO 4 OCT09£ R DECEMB ER 197a

WASHING l H L HrA CULES EmphU·ll Placlild 00 r he Vt h.1• ot fhOfOUflh CIHl"ing tor E"141ndtd Slfv..:t l ife of • n A lr jj .. l"llt

HYDRAULICS 10 H.•w'-.~ Hyd•.ulic Sy••..-n lm.-rco,.,.a V1t"*

Poutt0n'"' Proctdure 12 Prawre lndtUIOf U t

la O H AMINAT ION OF WHEEL WCLL DOOR S

STARTIPS Pt1$enilll0n o l T bb E no nu

14 The Fo f'90tten Set .. rh

27

CUSTOMER SERV ICE DIVISION LOCKHEED-GEORGIA COMPANY A O IVl S lON OF lOC l( HE ED CORPO RAT IO N

M"A I ETTA., GEO f'G IA, 30063

VOl l , NO, 1, JANUARY4i'ARCH 1976

,.EfORMED PACKINGS

14 H:AU IV GllUNE, TWflO & COMPANY 1 S C..t •i"I Chart

1S SEIYICING HERCULES HYDIAUllC FILTERS 1' Seo!.. for SerYi:cing H.ercule1 Hydro"li'c f11t•r•

17 C,tRE AH.D HANDLING Of nEf-OIMlD rACKINGS

11 NO Sf WHEEL SHIMMY

A"d Whot to do A~out It

'20 INDEX 1974 THROUGH 19?.5

VOL. l , NO. 4, OCTOIU-OlCEMHR 1976

HUKr s N£W APU Operation al'ld D•utlption of 1ht N•w APU fo r tho Heuu1es

11

11 IS

TO•o-STT .SCREWS A N D TOOLS DotctiptK,n~, Ul1.1 tt rotlont.. and U•t• of Various Torq,,.S.1 fo1tonen ond Tooh

STARTIPS Stottcr -Sorlfitin9 Soloty Wl ro for Hom;iles MlG To1que tube Yoh A.nembly

YOl. 4 , NO. 2, APlll·JUNE 1977

U _AKY FASTENERS Detcriptlon of fo1Hner Syttem1 Cho,,- Hlatory •f Fo•t•n•tt U"d il'I

Hercut.. l nt•1ral Wing Tonh 12 t.ok D•techon and R9p0if

IS UPAIR OF 1uaau COVUING ON INfUCHJ UfUUING HOSES

Proudwrea and Materlo l• ta ltepoft th• •ubb., Co ... u lnt on hfu•liAt Hat• AHemblie1

NEW CHECK VALVE

STA,1tTll'S 14 l1utollation Tool-Wing leod111g Edge Hinge Pin

VOl.. ' · NO. 2 , Arau .JUNE ""

IS

..

HutCUUS AIR COND1110NING A latic Dttc:tiptiell ef the Hemo1le•" Air Condih on1n9 Sy•t•m Traubl•1hoorin9 t .. e Sy•hm

ICHP UP THE P·ltUSUU IN JUSTA.It TlltU rreuwtion• ond l.co.mmendotion1 fat lnfloJint J•tS1or Tit•1

STAltTlr C1odted 'rop.ll•r Dome Slo.ell

INDEX

1976 THROUGH

1977

VOL.. <&, NO. 3, J UlY·Sfl'UMIER 1977

TIRES Contlrwction

• Operotlng ond HoruUln9 Tip• 6 ln•pH 1iOl'lf

10 Molnunont.e 16 Suminor)'

17 CREW ENTRANCE DOOR CAILE Addlng a Svpporf Coble lo the C1ew Entto l'l te 0001

11 HOT l ltAtCU Proltlem• o'f Overheo"cf lro'-.••

VOL J_, NO. J , JUlY· SEPTEMHlt 1976

HUCULES GAOUNO HANDLING

13

Tip• on Towln9, Pa rking, Mooring,. oncf Juddng 1he Hucwl"

SO.LS FOii HERCULES ~UltOLATOR HYDRAULIC l llTUS A Chart lhti"ti th• Seoh hq11i1ed t• Se r.,k e Hydrovllc Filten

14 HIGHJ CONTROL CAIU TENSION REGUL.ATORS Deu:,:ptlon ond Op• rot iGn of Cobl• len,.IGn lh9vloton

' ' HYORAUUC HUID INTER.CHANGE anwErN SYSUMS A t.ollin1 Auumulotor Can Cow•• on ' " " 't.ho n9e of Mydroullt Flwid

16 H.UCUlES NEW Allt CONOlftONING UNITS New Chan,., tet th• H•rcvt.•' Air Condit1on1n1 Syat..n

ITAUI~

'23 Flut A1d fa r the Hercvlet Tempe10N 1• ( .ontrol Srt1•Jtt

VOL. 4 , NO. 1, JANUAA:Y·MAA:Ctt 1977

CARGO RAMP RIGGING

• IS

Sy• tem A:equh emt ftft Romp Hoo\ T• • t

18 HERCULES flAP SYSlfM A 9,;•f Oeu-rlptioft • f the Hercule. 'lap S1 uem

l2 AN UPCOMING PIOOUCT 1.Ai\PROVEMEHJ New f"e1 Ouoft·,;,y Tonk Prob"

'2) TROU&USHOOTING ENGINE START Plt08lfMS Some En9in• Starting Tlp•

STAltflPS 17 Don' t Stom the Door 22 Ofl PrenuH Tran•miuer Vent lifte on J ttStar Englnu

VOl 4, NO. A, OC108ER·OECEM8ER 1977

APQ ... 122 RADAR Sy•t•m Op• rotlot1

7 Sub•ylt•m• 14 Glouary

l.S UPP'H COWUNG HINGE LUBRICAHON lnttollint Create Fi"i ng• to lvbricate CawUn9 Hift9e Pin•

16 AC VOUAGE UG UlATOlS Mou·h11t9 of Ge1t.,otor oncl Vohag1 Wegulotot

'20 PRECIPITA.TION STATIC DISS IPATION Side lub,ication Attin1 Mocfified CO\.IH• oacl Sol11tlo1u fo , P'retipitotion Stolic

THINNER SERRAJED PlA TES fo r Herc:uln Moi n londfn9 Gear

21 STA.TIC GROUND AcSSfMIUES Deleted fHm landing Geor

2'1 HERCUlU tOWBAR SHEAI BOLTS h :pla ftotlott of SheC1r loh fu"c·1ion

STAUIP 17 lJdng the Toc:h Oen•,calor Tuter for on Auto.To(

.. SPAltf NUTS F-OR v.aA.ND COUPLINGS Site ond Parl Number DHi 9notlon.• for V-lond Coupli ng Nvh

19 KC·1301t HIGHT SIMULATOR A Brief Detetipt lon of the KC-1l01t fli9ht Sim111o"'

STAaTIP 1 a eoo·tt '"'"'P Elec: trlcol Conft HIOt

ij - lockheed martin · to make certain that there is no binding or interference in the cables and...

Documents