vol. 26, no. 4, october - december 1999 service news · the enhanced cargo handling system ......

A SERVICE PUBLICATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS SUPPORT COMPANY

VOL. 26, NO. 4, October - December 1999

Service NewsService News

Vol. 26, No. 4, October - December 1999

CONTENTS

2 Focal PointGene ElmoreVice President & General Manager, Hercules Programs

3 ECHSSteve JuddLockheed Martin Flying Operations

15 Long Pod APU Modification with ECSSystem UpgradeAce Clemmer, Jr.Airlift Derivatives Programs

Service News is published by Lockheed Martin Aeronautical Systems Support Company, a sub-sidiary of Lockheed Martin Corporation. The information contained in this issue is considered to beaccurate and authoritative; it should not be assumed, however, that this material has receivedapproval from any governmental agency or military service unless specifically noted. This publica-tion is intended for planning purposes only, and must not be construed as authority for makingchanges on aircraft or equipment, or as superseding any established operational or maintenance pro-cedures or policies.

EditorCharles E. Wright, IIE-mail: [email protected]: 770-431-6544Facsimile: 770-431-6556

LOCKHEED MARTIN AERONAUTICALSYSTEMS SUPPORT COMPANY

PRESIDENTB. F. BERNSTEIN

FIELD SUPPORTJ. D. BRANDT

AIRLIFT FIELD SERVICEF. D. GREENE

HERCULES SUPPORTT. J. ZEMBIK

LOCKHEED MARTIN

Service NewsA SERVICE PUBLICATION OF LOCKHEED MARTIN AERONAUTICALSYSTEMS SUPPORT COMPANY

Copyright 1999, Lockheed Martin Corporation. Written permission must be obtained from Lockheed Martin Aeronautical SystemsSupport Company before republishing any material in this periodical. Address all communications to Editor, Service News, LockheedMartin Aeronautical Systems Support Company, 2251 Lake Park Drive, Smyrna, GA 30080-7605. Telephone 770-431-6544;Facsimile 770-431-6556. Internet E-mail may be sent to [email protected].

Front Cover: Royal Australian Air Force C-130 photographed by LACWTricia Wiles, 86 Wing.Back Cover: Royal Air Force C-130. Official Royal Air Force photograph.

Committed to Customer Satisfaction

The C-130J will become operational with both the United Kingdom’s RoyalAir Force and the Royal Australian Air Force by the end of 1999. We areexcited to see what we believe is the world’s best airlifter begin its opera-tional life. We are confident that the C-130J will significantly raise the stan-dard by which airlifters are judged.

At Lockheed Martin, we are more committed than ever to our customers’operational success and our support role in achieving that goal with them.We have undertaken several initiatives to ensure that Hercules operators,including our new C-130J operators, will continue to experience an increas-ing level of support from us. As our customer, you have told us that support

is very important. More than ever before, weare listening to you and structuring our businessto be more responsive to your needs.

One of the areas in which we are striving for ahigher degree of customer satisfaction with ournew C-130J operators is aircraft deliveries. Inan effort to streamline the delivery process andimprove quality, we have a dedicated DeliveryTeam working on the Royal Air Force program.Before each airplane is delivered to the cus-tomer, it is thoroughly inspected by the Delivery

Team and a functional check flight is performed by a Lockheed Martin flightcrew. All discrepancies found by the Delivery Team are corrected before thecustomer performs the acceptance inspection. The Delivery Team worksdirectly with the customer throughout the acceptance inspection to rapidlyresolve discrepancies, obtain parts, answer questions, and provide any otherassistance needed by the customer. By using the Delivery Team concept, wewere able to deliver S/S 5478 to the United Kingdom’s Defense Evaluationand Research Agency with only three minor discrepancies.

A team of engineers accompanied the recent delivery to the Royal AustralianAir Force of their first C-130J to ensure a smooth transition. A team of FieldService Representatives is providing maintenance support to the U.S AirForce Operational Test & Evaluation effort at Edwards Air Force Base.

Gene Elmore

continued on Page 15...

Cargo handling - the lifeblood of a tactical airliftaircraft. The ability to quickly and safely han-dle cargo on the ground and to deliver airdrop

platforms accurately and reliably is a necessity toHercules crews. The Enhanced Cargo HandlingSystem (ECHS) represents the first major improvementto the cargo compartment of the C-130/Hercules air-craft since the Brooks and Perkins dual rail system. Thesystem represents substantial strides forward in theareas of airdrop accuracy, crew efficiency, and overallsafety. This is accomplished through the use of a com-

bination of newfeatures and com-ponents that aredetailed in thisarticle.

The first part ofthe article exam-ines the new com-ponents and howeach one of themoperates. Thec o m p o n e n tdescriptions areloosely arranged

as they would be encountered as a person walks aftthrough the cargo compartment. The latter part of thearticle takes a close look at how the system workstogether to accomplish the various tasks necessary ofany cargo handling system. These modes are presentedin the same order as they appear across the top of theMENU page of the Multi Function Control Display.

MFCD & RECP

The primary loadmaster position is just forward ofFuselage Station (FS) 245 in the space previously occu-pied by the closet. The Multi Functional ControlDisplay (MFCD) and the Ramp and Emergency ControlPanel (RECP) are located at this position. The displaysand controls face outboard. In addition to these twocontrols, the position includes a light and publicationstorage bins. The parachute initiation device (PID)manual release T-handle has been relocated within easyreach of the loadmaster position on the aft portion of the245 bulkhead. Mechanical circuit breakers for theECHS are located at the primary loadmaster station atthe 245 bulkhead.

The MFCD provides all primary control and systemstatus display for the ECHS. It is a full color, landscape

3Lockheed Martin SERVICE NEWS V26N4

Enhanced Cargo

HandlingSystemby

Steven JuddLockheed Martin Aeronautical SystemsFlying Operations

Left: The primary loadmaster position is in the location previouslyoccupied by the closet just forward of the 245 bulkhead.Bottom: The RECP is located just above the MFCD.

orientation display that is fully readable in direct sun-light as well as Night Vision Imaging System (NVIS)compatible. The display has been specifically designedto be readable and useable in the low altitude environ-ment of airdrop operations. The various modes of oper-ation of the MFCD will be detailed later in this article.

The MFCD generates Caution, Advisory, and WarningSystem (CAWS) messages to alert the load crew of sys-tem failures and malfunctions. The system is designedso that the operator will be able to view the CAWS textconcurrently with the cargo compartment graphic, giv-ing clear system status assessment. All message text isgenerated by the MFCD software for display in theCAWS message areas. Selected messages will alsoprovide “enables” for the master Advisory,Caution, and Warning System (ACAWS) mes-sage generation on the flight station. Messagesare color coded to match the relative prioritylevel. Advisories are displayed in green, cau-tions in yellow, and warnings in red. When amessage becomes active, the alert is initiallydisplayed and remains in inverse video, whichvaries with the color of the text. If more thanone message has become active since the lastCAWS selection, the most current will be at thetop of the list, prioritized first by category(warning, caution, then advisory) and then with-in the categories. When the CAWS optionselect button is depressed, the CAWS page isdisplayed with the lower message area showingthe CAWS messages. The CAWS messages areoverlaid below the cargo compartment graphic.

The RECP is located directly above the MFCD.The RAMP/DOOR switch at the loadmaster

position is available for use any time the flight stationRAMP/DOOR switch on the Aerial Delivery ControlPanel is in the OFF position and the aircraft is airborne.The loadmaster’s RAMP/DOOR switch may be madeoperational on the ground if the weight on wheelsswitch is overridden by a selection from the FlightStation Avionics Management Unit. If the aircraft ispressurized and an attempt is made to open theramp/door, a Flight Station ACAWS message will begenerated and a CAWS message will be displayed onthe MFCD alerting the operator that the aircraft is pres-surized. If the toggle switch is held to the OPEN posi-tion for eight seconds, the ramp/door will open. Duringairdrops, the loadmaster is now the primary flightcrewmember responsible for operation of the

4 Lockheed Martin SERVICE NEWS V26N4

Left: The control pendant for the cargo winch stowed inthe forward cargo compartment.Right: Up close photo of the control pendant

Left: The cargo winch is located under a cover plate in the forward cargo area.Right: The cargo winch is shown in the deployed state.

ramp/door. This conveniently located switch enablesthe loadmaster to accomplish this job in the safest man-ner possible. The logic for the cargo ramp/door opera-tion resides in the Mission Computer (MC). TheMFCD receives ramp/door command information viadiscrete inputs from the RECP. The MFCD then pass-es these commands to the MC via the MIL-STD-1553data bus. The ramp and door design incorporated on theU.S. Government version of the C-130J allows opera-tion at speeds up to 250 knots.

The contingency or alternate controls available on theRECP are Cargo Jettison, Towplate Release, ElectricLock Arming/Locking/Unlocking, Drogue Jettison, andAirdrop Hold. With the exception of the ramp/dooroperations, the RECP is used only for abnormal oremergency situations and/or during the failure of theMFCD, the MIL-STD-1553 data bus, or a power fail-ure. Under normal circumstances, all of the previouslymentioned systems are controlled by the MFCD.

Winch

The winch on the C-130J ECHS has been greatlyimproved over previous models.The winch is located between FS257 and FS 277 and is embeddedin the floor under a cover plate.With this system, the winch isalways available, yet it does nottake up valuable cargo space.The winch includes provisionsfor inspection of its lubricationlevel while installed. The com-ponents of the winch system are acontrol pendant, power cables,winch cable, sheave assembly,and a motor assembly.

The control pendant is a hand

held unit that is connected to the aircraft with either an8-foot coiled cable that extends to 24 feet or a straight,non-coiled 60-foot cable. The control pendant containsWINCH ON/OFF and HI/LO switches and a variabledisplacement REEL IN/OUT thumbwheel. The HI/LOswitch selects the high speed (40 feet per minute) orlow speed (20 feet per minute) rate of reel out or reel in.The thumbwheel is spring loaded to the center (OFF)position and can be rotated 36 degrees to either side of


In this photo, the aft portion of the cargo compartment is configuredwith rollers and center vertical restraints.

Above and Right: The rollers are easily deployedby releasing the catch and then turning them over.

center. The control pendant also contains POWER ONand OVERTEMP indicator lights. The design of thecontrol pendant allows very precisecontrol of the winch. The controlpendant can be installed at either aforward or aft position in the cargocompartment.

The winch assembly consists ofcable travel limit switch, automaticload brake, cable storage drum andlevel wind assembly, cable tractionsystem, traction drums, cable andhook assembly, sheave assembly,motor assembly, and gear train sys-tem. The winch is driven by fourstages of spur reduction gearsmounted on ball or roller bearings.The load tends to rotate the outputshaft faster than the input shaftwhich causes the brake cams toincrease the axial force on the brakedisks. The brake will stop up to a6,500 pound load (without slippage)within 10 linear feet of travel.

The motor assembly is a 270 VDCbrushless motor. The design utilizesa conventional three phase inductionmotor stator and high energy mag-nets on the rotor. No brushes arerequired for this design since com-mutation is provided by the electron-ics. The dual traction drum drivesystem is utilized to provide a con-

stant pull on the cable, regardless of how much cable isdeployed.

The cable storage drums utilize a rebus form for thedrum grooves with a riser from core layer to secondlayer and from second layer to third layer. The storagedrum rotates and translates simultaneously using a ballspline and level screw system ensuring even layering ofthe cable on the storage drum. The storage drum willaccept up to 200 feet of cable; C-130J aircraft have 150feet of cable installed at the factory. A multi-disk slipclutch is integrated into the storage drum drive system.The slip clutch will produce a minimum back tension of250 pounds, which is sufficient to prevent slippage ofthe cable on the traction drums.

The cable is dispersed from a single payout over a 6inch diameter sheave that will swivel to deploy thecable horizontally in any direction for a full 360degrees. The sheave is mounted to a turntable; a fric-tion device holds the sheave at a selected heading. The


Above: A close view of an electronic lock in the locked position.Below: There are eight vertical restraints located in the aft cargoarea and sixteen on the ramp.

The Pallet Lock Control Units are strategicallylocated in the cargo compartment.

cable is 3/8 inch in diameter, has a breaking strength of14,400 pounds, and is 150 feet in length (per MIL-C-1511). The hook incorporates a safety latch to preventthe load from becomingdetached during loading/unload-ing operations.

Low Profile Dual Rail System

The Low Profile Rail Systemconsists of the following items:24 Electric Locks, 24 VerticalFlanges, 7 Pallet Lock ControlUnits, Side Rails, ReversibleBeveled Rollers, and 2 PalletStops.

There are 11 pairs of ElectricLocks (ELs) that are located inthe cargo compartment. A pairconsists of a left hand EL and aright hand EL. The ELs can becontrolled four different ways:

the MFCD, the Pallet Lock Control Units (PLCUs), theRECP, and manually. The purpose of the ELs is tosecure pallets or platforms during transport or airliftoperations and electrically release selected platformsfor airdrop missions. The 11 EL pairs have five differ-ent conditions: locked, unlocked, armed, in transit, andbypassed. The state of each individual lock is reportedto the MFCD via the PLCU over the MIL-STD-1553data bus. The ELs provide 26,900 pounds of forwardrestraint, 6,750 pounds of aft restraint in the lockedposition, and 3,350 pounds of aft restraint in the armedposition. Each lock has two actuators, one that is usedto lock and unlock the device and another that is used toremove a blocker which brings the device from a lockedto an armed condition. The armed condition (lockedand blocker removed) must be transited before a lockmay be unlocked. When an EL is in the armed condi-tion, piezoelectric sensors detect the aft force that isbeing exerted. At a predetermined force, the EL willelectrically release the platform for airdrop, providedthat a minimum predetermined force has been achieved.As a safety precaution, each lock is also designed to“duck-out” and release the airdrop platform if the forcebeing applied to the EL exceeds the design parametersof the EL (approximately 3,500 pounds) and the lockhas not electrically released. This is to prevent hungloads or structural failure of the aircraft. The mechani-cal “duck-out” feature is not available with the blockerin place.

There is one pair of ELs located on the ramp. The rampELs are used for logistics transport only and have a sin-gle actuator. They are controlled and monitored in thesame manner as the cargo compartment locks. Since


In addition to the standard manual tool, a longreach tool is provided for manual actuation ofthe locks when the cargo compartment is full.

Top view of an electric lock.

Top view of an electric lock located on the ramp.

they are for logistics transport only, the ramp ELs donot arm, sense aft load, or “duck-out.”

The purpose of the vertical restraints is to positivelysecure loads in the aft cargo and ramp areas where ver-tical restraint is not provided by the low profile rails.Improved vertical restraints for the C-130J have thecapability to retract if contacted by a platform movingaft. There are eight restraints on the cargo floor locat-ed behind the aft most cargo EL (four on each side) andsixteen aft of the ramp hinge (eight on each side) for atotal of twenty-four. Cargo floor restraints operatetogether via the MIL-STD-1553 data bus and may beactuated from either the asso-ciated PLCU or the MFCD.The same is also true for theramp restraints. In contin-gency situations, therestraints are opened electri-cally in concert with armingthe aft ELs from the RECP.The restraints are ganged intofour groups, each group withits own actuator.

The Pallet Lock ControlUnits (PLCUs) are remoteterminals (RTs) on the 1553data bus and are used to pro-vide drive commands to theELs, vertical restraints, andTowplate. They also monitorthe status of these devices andtransmit this data back to theMFCD over the bus. ThePLCU also allows the loadcrew to operate the ELs andvertical restraints locallywithout the need to return tothe loadmaster position until onload/offload is com-plete. There are seven PLCUs in the forward, mid, andaft cargo areas to provide for easy access. This featureof the ECHS represents a major safety and efficiencyimprovement from previous systems. The loadmastercan now directly monitor the loading crew throughoutthe onload/offload process.

One of the greatest time saving features of the ECHS isthe reversible rollers. The system contains 32 perma-nently installed/stowed roller sections. There are 24floor sections, 8 ramp roller sections, and 4 ContainerDelivery System (CDS) auxiliary rollers. The rollersoffer the advantage of rapid configuration and conve-nient storage since they are stowed and deployed in the

same location. During the time trial testing at EdwardsAir Force Base, Lockheed Martin loadmasters wereable to change from slick to roller configuration inapproximately three minutes (one person working).The rollers are of a low profile design and offer an addi-tional inch of clearance for cargo over the previous ver-sions. They are also beveled for better item tracking.

CDS Center Vertical Restraint Rails

Another feature that greatly adds to the functionality ofthe new ECHS is the CDS Center Vertical RestraintRails (CVRs). These CVRs are located in the main

cargo floor at Butt Line 6 Leftand Right. There are a total of12 sections (6 left and 6right). The rail sections aremanually operated and flushmount in the floor when not inuse. They are spring loadedto the stowed/deployed posi-tions and have mechanicallatches to secure them instowed/deployed positions.

The CVRs provide 2g verticaland lateral restraint for A-22containers. The restraintsaccommodate CDS skidboard dimensions of 48x48inch, 48x96 inch, and 48x53.5inch (turned 90 degrees).CVRs must be deployedsequentially from aft to for-ward. Personnel can deployonly the required sectionsallowing for the installationof a buffer stop assembly for-ward and flexible use of floor

space forward of the CDS (with no CVR channel) forcargo pallets, airdrop platforms, or general loadedcargo.

Towplate

The imbedded Towplate is utilized during HeavyEquipment airdrops to tow a drogue parachute behindthe aircraft in order to provide positive extraction at theComputed Air Release Point (CARP). The drogueparachute is installed in the Parachute Initiation Device(PID) with the drogue line attached to the drogue linkportion of the towlink. The other side of the towlink isattached to the extraction parachute bridle. The towlinkis locked in the Towplate until “Green Light” when an


The Center Vertical Restraints are easilydeployed as shown above.

electrical signal is sent to the Towplate to release thetowlink. This initiates a force transfer to the extractionsystem that extracts the airdrop load. The towlink is atwo-piece link to accommodate Drogue Jettison in caseof a parachute malfunction or “no-drop.” Jettison isaccomplished by electrically releasing the drogue linkportion of the towlink, leaving the remainder of thetowlink locked in the Towplate, thus preventing forcetransfer and leaving the heavy equipment load in theaircraft. After a drogue jettison, another drogue para-chute may be installed in the PID and the airdrop con-tinued.

The Towplate assembly is located on the aircraft cargoramp between tie down rings D-28 and D-29. TheTowplate is mounted flush with the cargo ramp floorand protected by a cover plate. The cargo handling sys-tem provides power and control for primary release,backup release, and drogue jettison. An electrical actu-ator is used for the primary release of the towlink. Asecond, identical “hard-wired” actuator is provided forbackup release of the towlink. Emergency controls forthe Towplate are located on the RECP. The two hard-wired, guarded Towplate switches are the DrogueJettison switch and the Towlink Release switch. Thesetwo switches, since they are hard-wired directly to theTowplate, do not require the support of the MFCD tooperate.

MFCD Modes

The next part of this article will focus on the variousmodes available to the loadmaster at the MFCD.

MENU

The MENU page displays the cargo compartmentgraphic as well as any CAWS messages that are appro-priate. Pressing any of the assigned Option SelectButtons (OSBs) will drive the screen to the relevantpage. The MENU page allows access to most otherpages in the MFCD. In addition, the page displays thecurrent ECHS status. It is anticipated that this page willbe displayed any time the MFCD is not being used.

ONLOAD

To prepare the cargo compartment for onloading, allELs and vertical restraints aft of any currently loadedpallets should be unlocked (for the purpose of onload-ing, individual locks and vertical restraints are treatedin the same manner). The PLCUs can be enabled fromthe PLCU sub-menu on the LOCK CONTROL page.This will allow the load crew to control the ELs locally

using the PLCUs located at seven different sidewall sta-tions in the cargo compartment. After the ELs and ver-tical restraints have been unlocked, normal onload pro-cedures have the load crew load all cargo scheduled forthat mission, securing each pallet at the local PLCU.This allows the loadmaster to secure all cargo quicklyand safely in the cargo compartment without leavingpallets unsecured by returning to the MFCD. After allthe cargo has been loaded, the loadmaster will return tothe loadmaster position.

In order for later operations to be performed on specif-


Above: The Towplate is located beneath acover plate on the ramp.Below: The Towplate with the cover removed.

ic pallets within the aircraft, the loadmaster will assignpairs of ELs to individual pallets. This enables theloadmaster to perform operations (such as offload,combat offload, jettison, airdrop) on a single pallet orgroup of pallets depending on mission requirements oremergency procedures. This is accomplished by select-ing the ONLOAD page from the MFCD MENU page.

Once the ONLOAD page is displayed, the MFCDprompts the loadmaster to assign the first and last lockpositions to individual pallets. Once the informationfor all of the pallets has been entered and executed, theONLOAD page may be exit-ed. If it becomes necessary toexit the ONLOAD page priorto all of the information beingentered, the ONLOAD pagewill retain information on thepallets that have been com-pletely entered. The locksmust be selected in ascendingorder (front to rear) whenassigning ELs to pallets orplatforms. To correct an erroror make a change after pro-gramming is complete, simplyreturn to the ONLOAD pageand make the changes. A pal-let may never be programmedto extend from the cargo floorto the ramp.

OFFLOAD

During normal logistical

offloads, the load crew will unlock theELs and vertical restraints using thePLCUs. They may be operated locally atthe PLCUs, provided the PLCUs havebeen enabled from the LOCK CON-TROL page. After an offload using thisprocedure is complete, the loadmasterwill return to the loadmaster position andselect the pallets that have beenoffloaded by using the OFFLOAD pageon the MFCD.

COMBAT OFFLOAD

The ECHS has the capability of offload-ing single, multiple or married pallets,and airdrop platforms without the use ofmaterial handling equipment. Any num-ber of pallets may be offloaded at a

given time with combat offloading procedures. Duringdevelopmental testing at Edwards Air Force Base,Lockheed Martin flight crews successfully combatoffloaded six pallets from a C-130J with a nosewheelstart to nosewheel stop distance of only 146 feet.

When the COMBAT OFFLOAD page is selected, thedisplay directs the loadmaster to select the pallet or pal-lets to be offloaded. Pallets to be combat offloaded areselected beginning with the aft most pallet. After a pal-let is selected, a large “C” appears on the pallet. At theappropriate time, the system is armed for combat


The Combat Offload page as displayed on the MFCD.

The Airdrop Program page as displayed on the MFCD.

offload causing the following items to occur:

1. All ELs and vertical restraints aft of the aft most pal-let will unlock.

2. All ELs between pallets to be offloaded will unlock.

3. All ELs actively engaged in pallets to be combatoffloaded will be armed unless the pallet is on the ramp,in which case the the ramp ELs remain locked untiloffload is actually executed.

(Note: The ECHS allows combat offloadof the pallet that is located on the ramp.)

If any EL or vertical restraint fails tounlock, the pallets designated for combatoffload will not arm. Any bypassed ELsmust be positioned correctly via theLOCK CONTROL page or manually,and pinned. After the ARM command isgiven, all affected ELs and verticalrestraints have three seconds to reachtheir commanded state (at which time thelock actuators will discontinue driving toprevent motor burnout). If an EL or ver-tical restraint has not reached its com-manded state within three seconds, anappropriate CAWS message will occur.After three seconds, the ECHS inhibitsthe combat offload pallets to be armed if

any of the locks have notreached their commandedstate.

When these conditions aremet, the loadmaster is giventhe option to begin combatoffload. When the commandto begin combat offload isgiven, the MFCD will com-mand the release of the aftmost selected pallet. As soonas the ELs in the aft mostpallet are released, the set ofELs assigned to the next aftmost pallet will be com-manded to release. This con-tinues until all pallets select-ed for combat offloadinghave been released. All non-selected pallets remainlocked throughout the com-bat offloading procedure. In

the event the offloading must be discontinued, the load-master may select LOCK ALL LOCKS on the RECP.This will lock all ELs and vertical restraints and captureany pallets that have not exited the aircraft.

AIRDROP PROGRAM

After the pallets have been assigned to ELs (the termspallet and platform are interchangeable for the purpos-es of this article), the MFCD may be programmed forairdrop. The programming may be completed at any


The Airdrop page as displayed on the MFCD.

The Jettison page as displayed on the MFCD.


time during ground or air operations. The ECHS allowsthe loadmaster to program for Low Velocity Airdrop(LVAD), and training (SATB) drops.

Once a platform has been selected to be be programmedfor airdrop, a program pop up screen is displayed. Thefollowing information is entered into the airdrop pro-gram pop up screen for each of the platforms to be air-dropped:

1. EXTRACTION CHUTE SIZE - Extraction para-chute size can either be one of the preprogrammed sizes(15, 22, 28, 2/28, 3/28) or a user entered size.

2. TOWPLATE - This is a Yes/No option with No beingthe default. If a sequential airdrop is planned, only theaft platform will be annotated with the TOWPLATEinformation.

3. SEQUENTIAL - This is another Yes/No option withNo being the default.

4. WEIGHT - Weight of the platform.

5. AIRSPEED - A numeric value for the airspeed maybe entered here, or it may be left blank. If no numericvalue is entered, then AUTO will be displayed for air-speed, indicating that the MFCD will use the airspeeddata from the Mission Computer.

As the situation dictates, the AIRDROP PROGRAMpage may be exited by returning to either the MENUpage or the LOCK CONTROL page. The ECHS willnot allow selection of the platform on the AIRDROPpage until appropriate onload programming for thatplatform is complete. All platforms need not be pro-grammed prior to the airdrop, but the aft most platform(including any platforms to be dropped sequentiallywith it) must be completely programmed for the airdropto take place. Subsequent platforms may be pro-grammed any time prior to execution of the airdrop passthat is associated with those platforms.

AIRDROP

After the platforms have been programmed for airdropon the AIRDROP PROGRAM page, they may beselected for airdrop. Once the AIRDROP page is dis-played, the appropriate airdrop scenario may be select-ed. The following sections will address each specificscenario; however, a discussion of EL design and oper-ations as it pertains to airdrop accuracy and safety willbe of great help in understanding the ECHS airdropmission goals.

EL DESIGN IN THE AIRDROP SCENARIO

As previously discussed, each EL has an internal piezo-electric load sensor capable of detecting an applied loadin the aft direction. During the ONLOAD page pro-gramming, pairs of ELs are assigned to individual plat-forms, enabling specific control of each platform for thepurposes of onload, offload, jettison, and airdrop. Forthe purpose of this discussion, assume that an airdropplatform has been assigned to EL pairs 8 & 9. Fourindividual ELs are now engaged in this platform. Whena given load is applied to the platform from an extrac-tion parachute, the loads are transferred to the MFCDand the four EL loads are summed to obtain total para-chute force. Based on ballistics programmed into theMFCD and data the loadmaster inputs on the AIR-DROP PROGRAM page, the ELs will release the plat-form at a given force. If an EL is inoperative and hasbeen bypassed or simply unlocked from the LOCKCONTROL page, the other ELs assigned to the plat-form will sum the forces and still attain increased pre-cision over mechanical systems. The ELs also have thecapability to “duck-out” at a predetermined force if theEL for some reason does not release electrically, pro-vided the EL is in the ARM position. This design fea-ture will eliminate the possibility of a hung load due toan EL or MFCD failure. Control of the ELs from theRECP is also possible for airdrop, but not recommend-ed during normal airdrop missions. Control of the ELsfrom the RECP does not provide a summing of forcesfor electric release, so only the “duck-out” feature isavailable in this situation.

HEAVY EQUIPMENT (TOWPLATE)

The information concerning the use of the Towplateduring an airdrop is entered in the AIRDROP PRO-GRAM page. Based on the information entered in thatpage, the MFCD will treat the airdrop as a Towplatedrop and the logic will proceed as such. This may bechanged only by returning to the AIRDROP PRO-GRAMM page and changing the data.

When the AIRDROP page is selected, the cargo com-partment graphic is displayed. Once the CNI-SP CARPcountdown starts, the MFCD will display, on the AIR-DROP page, the time to go in a box labeled CARPCOUNTDOWN. When the CARP COUNTDOWNreaches green light, the graphic showing the CARPCOUNTDOWN is removed from the page.

The MFCD automatically selects the aft most platform(or platforms for sequential platforms) and the load-master is given the option to arm the airdrop. When this

option is given, all of the affected ELs will be displayedon the cargo compartment graphic in yellow. For thesystem to arm for airdrop, the following conditionsmust be met:

1. All ELs aft of the airdrop platform are unlocked orbypassed.

2. All vertical restraints are unlocked.

3. All ELs associated with the platforms to be air-dropped are either armed, unlocked, or bypassed.

4. A successful self test has been completed for the PID,Towplate, and associated software.

5. All required platforms have been successfully pro-grammed.

6. The AIRDROP HOLD switch on the RECP must bein the OFF position.

If the AIRDROP HOLD switch on the RECP has beenplaced in HOLD, the word “HOLD” will be displayedabove and below the Towplate icon on the cargo com-partment graphic. All associated platforms, ELs, verti-cal restraints, and the Towplate will be green when arm-ing occurs. All ELs and vertical restraints aft of theplatform(s) are now depicted as being clear of the siderails. These design features allow for a quick scan todetermine system status during increasing crew work-load.

At this time, the system is waiting for the command tocommence the airdrop. The command to commencemay come from three different sources:

1. The Mission Computer “green light” command dur-ing an autodrop.

2. Flight Station activation of the CHUTE RELEASEand JUMP (green light) buttons respectively.

3. Loadmaster position activation of the manual releaseT handle to release drogue parachute and release ofTowplate via the RECP.

Once the command to commence the airdrop is given,the PID is activated and “DROGUE RELEASED”appears on the MFCD. At green light, the Towplate isreleased, the message “TOWLINK RELEASED” isdisplayed on the MFCD, and Towplate icon disappearsfrom the display.

HEAVY EQUIPMENT (NO TOWPLATE)

As with the Towplate drop, a “no Towplate” drop is notan option on the AIRDROP page, rather it is a defaultbased upon the information entered in the AIRDROPPROGRAM page. A “no Towplate” drop is very simi-lar to a Towplate drop except that once the command tocommence the airdrop is given, the extraction parachuteis deployed and the platform is released.

Training

The ECHS training program is a state-of-the-art inter-active system, allowing training to take place on theground as well as in the air. The training program maybe selected from the MENU page while accessing theONLOAD page.

The training system behaves in exactly the same man-ner as an actual airdrop or logistical mission, except forthe color of platform when armed for airdrop. Onload,offload, jettison, airdrop program, and airdrop can allbe accomplished using “ghost” pallets/platforms (ghostpallets/platforms do not really exist). The ghost pal-lets/platforms can be easily distinguished from actualplatforms by their color and the annotation of “TNG” atthe bottom of the platform. Training platforms mayalso be intermixed with actual platforms. For instance,an aircrew may elect to make two practice drops over adrop zone prior to the actual drop.

The MFCD will simulate a load force on the ELs dur-ing the airdrop sequence to get the ELs to release in thesame way as an actual drop. The PID, Towplate, ELs,and vertical restraints will all actuate as required for agiven airdrop scenario.

Contingency Airdrops

The capability exists for accomplishing an airdrop aftera partial or total failure of the ECHS. A contingencyairdrop would consist of a manual release of the drogueparachute, a release of the towlink using the TOW-PLATE RELEASE switch on the RECP (if applicable),and a mechanical duck-out of the appropriate ELs afterthey have been armed electrically with the RECP JET-TISON switches or manually at the lock. Although notas precise as the release with a fully operating ECHS,the contingency airdrop procedure will yield roughlythe same accuracy as the system operating on earliermodel C-130 aircraft.


Jettison

In the event of an inflight emergency, it may becomenecessary to jettison pallets to increase the performanceof the airplane, remove unsafe cargo, or to ensure a safelanding configuration.

The JETTISON page may be selected from the MENUpage. As each pallet to be jettisoned is selected, a “J”will appear inside the pallet on the cargo compartmentgraphic. If all pallets are to be jettisoned, all may beselected at once. Selected pallets are then armed for jet-tison. Once the command to jettison is executed, theELs will unlock in sequence, beginning with the aftmost pallet to be jettisoned.

In the event the MFCD is inoperable, the RECP may beused to jettison cargo.

Lock Control

The LOCKC O N T R O Lpage allows theoperator to lock,unlock, arm, orbypass an indi-vidual EL, pairsof ELs, EL pairsaft of pro-grammed pal-lets, or all ELsand verticalrestraints in thecargo compart-ment. The LOCK CONTROL page is used in normaloperations to enable the PLCUs for onload and offloadoperations. The LOCK CONTROL page has priorityover all other pages with the exception of the JETTI-SON page. Any inputs to the LOCK CONTROL pagewill have no effect on the operation of the RECP.

Lock Calibration

The LOCK CONTROL page also provides the functionof lock calibration. Initial calibration of an EL may beaccomplished during bench testing. Lock calibration isaccomplished by placing a known force to a lock, read-ing the force, and assigning a corrected value to thelock, if necessary. Only one lock may be calibrated ata time, and the lock calibration function of the ECHS isonly selectable during ground operations.

Summary

A design goal of the ECHS is to increase airdrop accu-racy by controlling variables within the system thatuntil now could not be controlled. In order to achieveairdrop accuracy, two conditions must be met:

1. Place the aircraft at a precise point (3 dimension), atthe proper airspeed, and on the proper course.

2. Release the load precisely at that point.

The first design goal is addressed on the C-130Jthrough a combination of increased navigational accu-racy using the autopilot and Embedded GPS/INS andcrew updates. Additionally, airdrop precision inadverse weather is accomplished with the use of theimproved low power color radar featuring monopulsestabilized doppler beam sharpening. The ability to

release the loadat precisely thepoint isaddressed by theECHS. CARPcomputa t ionsare handled bythe CNI-SP andtake intoaccount air-speed, meaneffective wind,drop altitude,and parachuteballistics.

In addition to airdrop accuracy, safety and efficiencyhave both been greatly improved by the ECHS. Safetyhas been enhanced by the fact that the locks can now becontrolled locally through the PLCUs, ensuring theloadmaster can remain with the load during theonload/offload process.

Efficiency has been enhanced in several areas. Thereversible rollers cut the time to reconfigure the cargocompartment to just a few minutes. The CDS centervertical restraint rails reduce the time to configure thecargo compartment for CDS. The winch and Towplateare now stored in the floor beneath protective covers sothat they are more accessible and easier to use. All ofthese features combine with the MFCD modes to formone of the most advanced, user friendly, and safe cargohandling systems ever installed in a transport aircraft.

❏


Lockheed Martin Aeronautical Systems incorpo-rates many improvements into the baselineHercules design which can be adapted for retro-

fit on in-service aircraft. One such modification,applicable to C-130B, E, and early H models, is theinstallation of an upgraded Auxiliary Power Unit(APU) and Environmental Control Systems (ECS).Lockheed Martin and Sogerma are teamed for this kitwhich helps reduce the cost and provides LockheedMartin with a working partner in Europe.

This modification replaces the Gas TurbineCompressor/Air Turbine Motor (GTC/ATM) and 20KVA generator. The new APU drives a 40 KVA gener-ator that doubles the electrical power and is the samegenerator as installed on the main engines. Also,increased bleed air capacity is available for air condi-tioning during preflight ground operations. In additionto providing a more reliable APU that is identical tolater C-130H production, the same is done to the ECSof both the flight deck and cargo compartment. Theearlier C-130 aircraft, prior to Serial Number 4653,have different units installed in the flight deck and inthe cargo compartment. With this modification, thenew refrigeration units are the same at both locationsand excess flight deck air conditioning capacity can bediverted to the cargo compartment, when required.

Some of the added benefits of this APU upgradeinclude:

◆ Inflight starts of the APU are possible with the newupgraded system.

◆ Commonality with the later model C-130H APUconfiguration.

◆ A single shaft gas turbine power section.

◆ Precise temperature control.

◆ Improved APU starting and operating response.

◆ More durable materials used in components whichincreases the service life of parts.

◆ Mean Time Between Failure (MTBF) is greatlyimproved.

The modification includes the structural modification tothe main landing gear pods to increase their length 20inches forward. This makes them identical in size andshape to the main landing gear pods installed on thelater model C-130H aircraft.

This kit can be broken out to install the APU only. Withthis option, only the left main landing gear pod is mod-ified. This results in a much less expensive kit that canbe upgraded later to include the refrigeration asrequired. ❏


Long Pod APU Modification with ECS Systems Upgrade

byA. W. “Ace” Clemmer, Jr.Senior Design EngineerAirlift Derivative Programs

In addition to the efforts with the C-130J customers, we are also working with operators of older model Hercules air-craft to ensure seamless support. At this time, we are actively implementing changes to enhance this relationship.Through our use of these and other innovative concepts, we plan to continue our course toward higher quality andgreater customer satisfaction.

...continued from Focal Point

Lockheed Martin Aeronautical Systems Support CompanyAirlift Field Service Department2251 Lake Park DriveSmyrna, GA 30080-7605E-mail: [email protected]://www.lmassc.com

vol. 26, no. 4, october - december 1999 service news · the enhanced cargo handling system ......

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