VOL. 27, NO. 1, January - March 2000 Service News€¦ · A SERVICE PUBLICATION OF LOCKHEED MARTIN...

A SERVICE PUBLICATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS SUPPORT COMPANY

VOL. 27, NO. 1, January - March 2000

Service NewsService News

Vol. 27, No. 1, January - March 2000

CONTENTS

2 Focal PointJim BrandtVice PresidentLockheed Martin Aeronautical SystemsSupport Company

3 Flight Instrumentation Test SetTerri LydeSenior EngineerElectronic/Support Equipment

7 Reverse Current Cutout RelaysJohn DeLionField Service RepresentativeC-130/Hercules Field Service

9 Hercules Support Center

10 1999 Hercules Operators ConferenceWrap-Up and Working Group Debriefs

15 Integral Cargo Winch Kit for C-130H and Previous AircraftBill StraitSenior EngineerAirlift Derivative 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

FIELD SUPPORTJ. D. BRANDT

AIRLIFT FIELD SERVICEF. D. GREENE

C-130/HERCULES FIELD SERVICET. J. ZEMBIK

HERCULES SUPPORT CENTERD. E. MILLER

LOCKHEED MARTIN

Service NewsA SERVICE PUBLICATION OF LOCKHEED MARTIN AERONAUTICALSYSTEMS SUPPORT COMPANY

Copyright 2000, 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: One of the new Maryland Air National Guard C-130J aircraft.Back Cover: A Royal Air Force C-130J aircraft at home in the UnitedKingdom. Front and Back Cover photographs by John Rossino.

Changing Times

Welcome to another issue of Service News. On behalf ofeveryone at Lockheed Martin, I would like to wish eachof you a good and prosperous New Year. Many of you

who are regular readers of this publication have been operatingHercules aircraft for decades. Stop for just a moment and remem-ber what we used to think things would be like in the Year 2000.Thirty years ago, predictions for life in the Year 2000 containedwild images of frequent space travel and flying cars. As it turns

out, many of the very same Hercules air-craft that were operational in 1970 are stillthe workhorses we rely upon today.

However, we cannot say that time haspassed without major changes in technol-ogy. Computers have automated many ofour everyday tasks and telecommunica-tion advancements have made the worldmore accessible. New technology hasalso made possible the production of more

powerful and fuel efficient engines. The C-130J is a good exampleof how technology has positively impacted the aircraft industry. Itsglass cockpit and Mission Computer system would have seemed tobe straight out of science fiction when many of you started flyingthe Hercules.

Changing times have also brought about changes in the way aircraftare operated. Over the years, average flight hours per year haverisen and fallen and new aircraft missions have become opera-tional. Some of the more unique Hercules missions have includedthe Commando Solo mission, the Fulton Recovery System, and theAC-130 Gunships to name a few.

Jim Brandt

...continued on Page 14

Cockpit instruments are such a vital part offlying. They display information such asspeed, altitude, aircraft attitude, and the

status of various systems on the plane. Otherimportant instrument functions include display-

ing pertinent navigation information and radardata. Therefore, it is critical to keep these instru-ments in perfect operating condition.

To that end, Lockheed Martin's ElectronicSupport Department has created the FlightInstrumentation Test Set. This test set wasdesigned to test the Electronic Flight Instrument(EFI) and Radar Display Unit (RDU) currentlyinstalled on many C-130 aircraft.

The EFI and RDU are line-replaceable unitsbuilt by Avionics Display Corp. (ADC). TheRDU displays radar information from the LowPower Color Radar System in the form of Red,Green, and Blue video inputs with RS-170 tim-ing. The EFI encompasses the functionality ofthe old Horizontal Situation Indicator (HSI) andthe Attitude Direction Indicator (ADI). Withinputs from the flight director, radio altimeter,navigation systems, and the aircraft attitude sen-sors, this instrument displays the followinginformation:

3Lockheed Martin SERVICE NEWS V27N1

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Senior EngineerElectronic/Support Equipment

Photos this page: Lockheed MartinField Service Representative JohnDeLion demonstrates the FlightInstrumentation Test Set to TSgt. JeffCornwell of the North Carolina AirNational Guard.

· Glideslope deviation· Localizer deviation· Speed deviation· Rate of turn· Heading· Bearing· Heading and course set· True airspeed· Groundspeed· Distance to go· Static air temperature· Radar altimeter· Pitch and roll commands and attitudes· System status information in the form of flags

The Flight Instrumentation Test Set has beendesigned to test the functionality of the EFI andRDU. Driven by user inputs for a graphical user

interface, it simulates every input required ofthese units. Housed in a rugged, transportablecase, the unit is easily transported to the repairshop or flight line where it is used to diagnoseproblems with the EFI and RDU.

The test set includes a display unit and a baseunit. The display unit connects to the base unit,sending communication signals over a RS232port and receiving power from the base unit. Ahand-held mouse connects to the display andallows the user to make selections from thescreen. The display unit is run by a 133 MHzPentium processor running the Win95 operatingsystem, and uses a solid state disk drive to storethe necessary software. The base unit operateswith a 100 MHz 486DX4 processor in a PC/104form factor, and it connects to other PC/104

input/output and signal processing cards. Twoadditional circuit boards are used to completethe necessary signals needed.

The user can choose one of two ways to test theEFI unit. The unit can be tested by stimulatingall of the inputs individually and watching forthe correct response or by running an automatictest. For the individual test, there are sixteen dif-ferent ways in which the EFI unit can be config-ured, two of which are for an HSI and fourteenof which are for an ADI. These configurationsare dependent on the aircraft version number.The user can also test the RS232 communication

4 Lockheed Martin SERVICE NEWS V27N1

Figure 1. EFI Test Software menu.

Figure 3. ADI Test Screen.

Figure 2. HSI Test Screen.

lines of the EFI for reversionary mode operation,and can do a power interrupt test which turns offthe 28 V power supply to the EFI for approxi-mately 50 milliseconds. This test allows the userto verify that the EFI continues to operate forpower supply outages that last less than 50 mil-liseconds.

When power is applied to the test set, the com-puters boot up and the EFI test software is start-ed. The user is presented with a menu of choic-es as shown in Figure 1. Options exist to test theRDU, to test the EFI's reversionary RS232mode, to run the automatic test, and to test theADI and HSI functions individually.

To test the ADI or HSI functionality, the userchooses one of the configurations listed on themenu. Once a configuration has been chosenfrom the menu, the ADI or HSI test screen willappear as shown in Figures 2 and 3. The userinterface includes ADI and HSI controls tomimic the HSI and the ADI. Approximately90% of the functionality has been included in theuser interface controls. The FLAGS section ofthe screen includes toggle switches to turn thevarious warning annunciators on and off. Thescroll bars are used to change the analog andsynchro inputs such as aircraft heading, glides-lope deviation, and static air temperature. Theturn dials are used to simulate knobs on the air-


Reversionary Mode

Reversionary Mode allows the pilot or copi-lot to use one EFI to display both ADI andHSI information. The pilot or copilot cantoggle between an ADI display and an HSIdisplay on one EFI. Normally, both the pilotand copilot have two separate sets of EFIs.One displays ADI information and the otherdisplays HSI information. If the displayprocessor is not operational on one EFI,the information going to that EFI can betransferred to the other EFI for display.

Figure 4. Auto Test Screen

An up close view of the FITS display unit.

craft for Heading Set and Remote Course Set.The push-button controls are used to change dif-ferent ADI and HSI modes such as NVIS, SKE,distance sources, etc. and to initiate a powerinterrupt test. The NAV select section is used toselect different navigation modes.

The Automatic Test Function of the test setchecks the EFI by sending maximum and mini-mum level voltages and currents to all of theinputs. The EFI responds to commands from thetest set to send back all measured voltage andcurrent levels. The two sets of data are com-pared; if they are within certain tolerances, thetest passes. If not, the particular test that hasfailed is highlighted in red on the Automatic Testscreen. This screen is shown in Figure 4. Theitems listed for the test are the pin numbers onthe connectors and the signals corresponding tothe pin numbers.

The RS232 Reversionary mode test checks theRS232 lines on the EFI used for Reversionarymode operation. The user performs this test by

choosing it from the menu and then choosing tohave the EFI display a pattern on its screen. Thepatterns include colors, flight instruments, anADI, an HSI, and a HSI demo.

The Radar Display Unit test is performed bysending a Red, Green, and Blue (RGB) videopattern to the RDU. The RDU can only acceptRed, Green, and Blue video inputs with RS-170timing. The test set sends the RDU a color barpattern to be displayed.

For further information concerning the FlightInstrument Test Set, PN ES125066-1, pleasecontact:

Lockheed Martin Aeronautical SystemsCustomer Supply Business ManagementDepartmentD/65-14, Z/0577Marietta, GA 30063-0577Telephone: (770) 494-5238

❐


Reverse Current Cutout Relays (RCCRs)are designed to protect the power bussesin the event of a power failure. These

relays are utilized on C-130H and older aircraftand are located behind the pilot’s and copilot’sside and lowercircuit breakerpanels.

Each RCCR ismade up ofthree individ-ual relays.They are thevoltage sens-ing, control,and currentrelays. TheRCCR allowscurrent in onedirection as anormal relay,but opens thecircuit withs u f f i c i e n treverse cur-rent. Normalflow is from the generator (GEN) terminal to thebattery (BAT) terminal.

The reverse current characteristic varies witheach type of relay. The accompanying table out-lines the reverse current dropout amperage forthe various RCCRs used on the Hercules.

The reverse current coil is a large metal barwrapped by the bias and differential voltage

coils. Undernormal condi-tions, its fieldhas littleeffect. If thevoltage level atthe BAT termi-nal becomesgreater thanthe GEN ter-minal, the cur-rent reversesbetween theGEN and BATterminals. Thereverse currentflow sets up afield oppositethe bias field.This opposi-tion will be

great enough to force the bias contacts open.The circuit between the source and the load(GEN and BAT terminals) is opened.


Reverse CurrentCutout Relays

by John DeLionField Service Representative, SeniorC-130/Hercules Field Service

Part Number NSN Location Current Reverse Current Dropout

A700AQ4 2925-00-983-7521 TR Units & Busses 200 Amps 2 Amps to 9 Amps

AN3025-300 2925-00-555-5349 Batt & Isol Busses 300 Amps 9 Amps to 25 Amps

AN3025-600 2925-00-673-4564 Main & Ess Busses 600 Amps 18 Amps to 35 Amps

Reverse Current Cutout Relay Fact Sheet

RCCR (Main/Essential)

Opening the circuit stops the reverse current.

The switch (SW) terminal is the control for voltage sensing. It is normally directly jumpered to the GENterminal. If the SW voltage is removed, the RCCR will open. When 28 volts DC (VDC) is applied tothe SW terminal, the voltage sensing coils will close.

By applying 28 VDC to the APP terminal, the RCCR will act as a normal relay. ❐


RCCR Case Study

A recent incident involved a very intermittent failure of the essential (ESS) to isolated (ISO) DC bus tie system to tie.In this instance, the failure would only occur once out of every 10 or so times that the Bus Tie Switch was actuated.The problem had been occurring for some time and the flight crew refused to accept the aircraft until this problemwas corrected.

Both the ESS to ISOL RCCR and the bus tie control rectifier had been replaced previously; however, the problem con-tinued intermittently. It was noted that during the intermittent failures, approximately 9 VDC was present on the GENterminal of the RCCR. The application of 28 VDC through the Bus Tie Switch and the control rectifier to the APP ter-minal allows the busses to tie. While performing a visual inspection of the associated components in the aircraft, itwas found that the bus tie control rectifier was physically partially shorted to ground. The short overheated the rec-tifier resulting in its failure.

The aircraft was returned to service by removing the short, replacing the bus tie control rectifier, and replacing theESS to ISOL RCCR.

DC Power Supply Schematic


The Hercules Support Center has been dis-cussed several times in recent issues ofService News. As we continue to refine

the concept, we are making incremental changesso that we may better serve you, our customer.

The goal of the Hercules Support Center is toprovide all-up support for Hercules operators allthe time. To that end, the Support Center isavailable to you 24 hours per day, seven days perweek.

The Support Center personnel are organizedaround particular areas of expertise on theHercules aircraft. The primary disciplines arePowerplants, Avionics/Electrical, Structures, andSystems. Each of these areas is manned by oneor more career professionals who is an expert inthe field. In addition to a wealth of personalexperience, personnel in the Support Center havevarious tools and resources at their disposal tobetter support the customer. These tools includea complete Technical Library as well as access toengineering, design, and installation drawings.All of the resources of Lockheed Martin areavailable to the Support Center staff includingEngineering, Safety, Flight Operations, etc.

Recently, Mr. Dan Miller was assigned asSupervisor of the Support Center. Dan is anative of North Carolina and has an extensivebackground in aircraft maintenance. He servedin the United States Marine Corps for 21 years,retiring as a maintenance officer. Dan has beena part of the Lockheed Martin Field Serviceorganization for 19 years. Prior to his presentassignment, Dan was responsible for aircraftdelivery prep and transition of the Royal AirForce to the C-130J aircraft. Other assignmentshave included Regional Service Manager forNorth America, Regional Service Manager forEurope, and Field Service Representative inGabon, Kuwait, and Sudan.

Dan brings a great deal of enthusiasm to theSupport Center and is intent on achieving thehighest level of customer service possible. Someof his near-term goals include streamlining ourtechnical library and increasing the SupportCenter’s level of expertise in the following areas:technical manuals/aircraft publications, electri-cal systems, and AGE/GSE.

We are committed to 100% customer supportbecause we understand that we exist solelybecause of our customers. Please feel free tocontact Dan with comments, suggestions, orquestions. Dan’s telephone number is 770-431-6564 and his E-mail is [email protected].

❐

Hercules Support Center

Hercules Support Center

Telephone: 770-431-6569 (24 hours)Facsimile: 770-431-6556E-mail: [email protected] Site: http://www.lmassc.com

Please address all technical inquiries tothe attention of Dan Miller.

Postal: LMASSC2251 Lake Park DriveSmyrna, GA 30080-7605USA

Dan Miller


11999999 HHeerrccuulleess OOppeerraattoorrssCCoonnffeerreennccee WWrraapp--UUpp

The 1999 Hercules Operators Conference(HOC) was held the week of 11 October1999 here in Marietta, GA. More than

320 attendees representing a total of 28 countriesmade this HOC one of the best ever. Attendeesincluded owners, operators, vendors, andService Centers.

Attendees at the 1999 HOC each received a threering binder containing all of the presentationsfrom the conference. Over the years, this binderhas grown in size. At the 1998 HOC, attendeesasked that the binder size be reduced so that itwould be easier to transport. In an effort toreduce the binder size, the 1999 HOC presenta-tions were normally printed three slides perpage. This resulted in slides that were too smallto read in many of the presentations. So, manyattendees asked that the presentations also beavailable in an electronic format and that the pre-sentations be printed two slides per page in thefuture. To accommodate this request, we haveposted the presentations on our web site,http://www.lmassc.com. Once at the site, follow

the navigation buttons to the C-130/Herculesarea and then to the Hercules OperatorsConference area. The presentations are arrangedby day of the week in the order that they weregiven. This will also give those who did notattend the opportunity to see some of the HOCproceedings. Each operator is encouraged toattend the HOC however, because the presenta-tions available on the web site do not contain thespontaneous discussion that occurs during manyof the presentations. The presentations in thebinder for the 2000 HOC will be printed twoslides per page.

The following pages contain debriefs of theWorking Groups that were held during the HOC.Due to a lack of participation in some of theWorking Groups, the Working Group concept iscurrently under evaluation. The goal is toinvolve as many attendees as possible in theWorking Groups so that a maximum amount ofinformation exchange may occur. Anyone withideas or suggestions concerning the WorkingGroups should contact Mr. Tom Scoggins, HOC

Co-Chairman.

The 2000 HOC has beenscheduled for 2 - 6 October2000, with early registrationtaking place on Sunday, 1October. The location willonce again be the AtlantaMarriott Northwest Hotel.During the next few months, allof the registration informationand forms for the 2000 HOCwill be posted on the web site(http://www.lmassc.com).

Each attendee is encouraged togive a presentation at the HOC.

Presentations range from five minutes up totwenty minutes in length. In an effort to improvethe readability of the presentations, a templatewill be posted on the web site that must be usedfor all presentations at the 2000 HOC. The tem-plate will specify colors, type size, and layout,and will be designed to optimize the video pro-jection equipment that will be in use. Pleasecheck the web site for more details concerningpresentations.

There will be a $500 charge for display space inthe exhibit rooms at the 2000 HOC. This chargewill include one person’s registration fee fromthe displayingorganization. As ofJanuary, approxi-mately one quarterof the display spaceis already taken, soanyone wishing todisplay at the 2000HOC is advised tonotify TomScoggins as soon aspractical.

For more informa-tion concerning theHOC, please usethe contact namesand informationlisted below.

For general HOC issues, presentation subjects,display space, etc:

Tom ScogginsTelephone: 770-431-6522Facsimile: 770-431-6556E-mail: [email protected]

For technical issues concerning presentationsand questions regarding the web site:

Charles Wright, IITelephone: 770-431-6544Facsimile: 770-431-6556E-mail: [email protected]

Corrosion Working Group

Nine different topics or aircraft corrosion prob-lem areas were discussed. The topics followedby a discussion and/or comments for each areaddressed. Mr. Ray Waldbusser (WR-ALC/LB-NV) and Mr. Scott Jones (LMAS) chaired theCorrosion Working Group meeting during the


Door prizes were part of the festivities at the Monday evening social.


1999 Hercules Operators Conference.

1. Rudder Corrosion UpdateA speedline for replacing affected rudders isnow in operation at Lockheed Martin'sGreenville, SC facility. The cause of corrosionwas due to an alkaline contamination believed tohave been introduced in one and/or two differentmanufacturing steps.

2. SMP 515-B UpdateRelease status of SMP 515-B, CorrosionPrevention and Control Manual, was provided.Expected release is first quarter 2000. Details ofall updates were provided at the 1998 HOC.

3. ICARR PresentationOverview of Inspection, Corrosion and RepairRecording software.Front-end data collection tool developed forUSAF, USN, and USMC.Features include input validation and work unitcode recognition.Discussions resulted in that each operator use

their own procedures tocollect corrosion data andto collectively share andanalyze this data at nextyears Corrosion WorkingGroup meeting. Then, iftrends are detected, usethis data to tailor theSMP 515-C Inspectionprogram accordingly.

4. Toilet Service PanCorrosion at FS742.8Corrosion has been foundon some pans betweenthe pan and duct installa-tion. A Service Bulletinis being written to inspectand repair as necessaryfor LMAS 4992 and up.A production fix has beenincorporated to improvethe finish, fay surface

seal with corrosion inhibitive sealant, and to usetitanium and CRES fasteners for installation.

5. Center Wing Panel Corrosion Below Engine

Lockheed Martin Aeronautical Systems President Tom Burbageaddressed the attendees on Monday evening.

Vice President & General Manager ofHercules Programs Gene Elmore pre-sented a Hercules Program brief on

Monday morning.

Heat ShieldsThe inboard engine heat shields contain foam fordampening purposes but also tend to collect andhold moisture and exhaust soot. Over time, abreakdown in the protective finish, MIL-P-27725 primer, occurs on the lower center wingpanel where it is in contact with the foam.Severe pitting corrosion has been reported whenthis condition exists. Beginning on LMAS 5510and up, the center wing panel finish for this areawill be one coat of MIL-P-23377 epoxy primerfollowed by two coats of MIL-C-85285 whitepolyurethane topcoat.Discussions included that the area must be veryclean for inspection and that USAF is bondingboron/epoxy patches on when applicable forrepair.

6. Forward Fuselage Skin Corrosion Under AirConditioning ScoopA potential corrosion problem exists for aircraftprior to LMAS 5372 that did not have epoxyprimer on the skin covered by the air condition-ing scoop. A TCTO is being written to inspectand apply a finish as necessary for these aircraft.The USCG noted that for some of their aircraft,

they have successfully used a borescope throughthe aft drain hole of the scoop to inspect for cor-rosion on the skin.

7. DehumidificationExperience has shown that dehumidificationreduces moisture and corrosion and improvesreliability for avionics equipment installed onaircraft. A question was asked if anyone haddata showing reduced corrosion occurrences onaircraft structure. No comments were received.

8. Corrosion Preventive CompoundsUSAF noted a change to T.O. 1C-130A-23 elim-inating the use of MIL-C-11796 CPC for theFS737 end fitting. The new recommendation isto use MIL-C-85054 Amlguard. Sabena notedthat they use Dinol AV-5 and AV-30 for this partand that up to three applications can be per-formed before removal is required for visualinspection. Canadian Air Force noted that theyhave been using LPS Hardcoat on many areas ofthe aircraft for approximately four years. Theywill report at next years meeting on their experi-ence with this product.

9. USCG MLG Spindle FractureUSCG reported a MLG spindle failure thatoccurred during a sharp turn while taxiing incold weather. Inline corrosion pits connected bycracks were responsible for the failure. No otheroperators reported having a similar problem andtherefore, this failure was considered an isolatedincident.

Action Items

1. LMAS to provide written meeting minutes forinclusion in an upcoming Service News publica-tion.

2. All Corrosion Working Group participants toshare collected corrosion data at next yearsmeeting. Also report experiences, good or bad,with the use of corrosion preventive compounds(identify which product) and dehumidification.


In addition to technical briefings during theHOC, Ole Nicolaisen of the Royal Danish Air

Force gave a short speech at the Mondayevening social.


Propulsion Working Group

The following items were covered in thePropulsion and Mechanical Systems WorkingGroup:

1. Rolls-Royce Allison discussed recentengine Service Bulletins.2. A user reported a number of failures ofthe Elevator Hydraulic Boost Pack. Resolutionwas provided in a side meeting.3. A user reported worn Throttle Cablescoinciding with non-phenolic rub blocks.Lockheed Martin accepted an action item to pro-vide resolution.4. A user reported widespread failures ofthe Propeller Heater Boot. Lockheed Martinaccepted an action item to work with HamiltonSundstrand to provide resolution.

5. Propeller Blade inspection methods werediscussed.6. The requirements for Dynamic PropellerBalancing were discussed. Lockheed Martin,Rolls-Royce Allison, and Hamilton Sundstrandeach reported that they do not require it.7. A user reported a high number of failuresof an Air Conditioning Pack. Allied-Signalaccepted an action item to investigate.

Structural Integrity andAvionics Working Groups

There were no action items that resulted fromeither the Structural Integrity Working Group orthe Avionics Working Group.

❐

More and more Hercules aircraft are now being utilized in humanitarian missions. For example, the veryfirst operational missions of the C-130J were relief missions to Honduras in the wake of Hurricane Mitchin 1998. Even now, C-130 aircraft from around the world are airlifting relief supplies to Venezuela in theaftermath of terrible flooding and mudslides.

As the Year 2000 dawns, the Hercules moves from the role of a medium range tactical transport to a trans-port aircraft capable of supporting needs around the world. This worldwide mission demands evengreater support capabilities from Lockheed Martin. To this end, the Hercules Support Center is alsochanging to better accommodate our customers’ more demanding requirements. As detailed in the arti-cle on Page 10 of this issue, Mr. Dan Miller has been named the new supervisor of the Hercules SupportCenter. Dan brings with him a wealth of knowledge and experience on a wide variety of Hercules air-craft. The Hercules Support Center is available to you 24 hours per day, seven days per week.

One of our more significant improvements in support recently was the introduction of the FieldInformation Network (FIN). FIN allows our Field Service Representatives who are on assignmentaround the world to have unprecedented access to information from other Field Service Offices and theHercules Support Center.

As the role of the Hercules and the requirements placed upon the Hercules operators continue to change,Lockheed Martin Field Service will change as well. Our continuing goal is to provide unprecedentedsupport to all Hercules operators with on-site Field Service Representatives and the use of the HerculesSupport Center. ❐

continued from Focal Point, Page 2...

15

Prior to development of the C-130J, load-masters for older model aircraft wouldmaneuver a 300-lb winch around the

cargo compartment to be used with on/off load-ing of cargo. It had to be secured to the floorrings with chains and straps and required con-siderable space. Reconfiguration to add orremove the winch increased both aircraft turn-around time and loadmaster workload.

For the C-130J, Lockheed Martin AeronauticalSystems (LMAS) designed the Enhanced CargoHandling System, which integrated a winch withthe aircraft cargo floor. Using this "J" designdata, LMAS has created a retrofit kit to install asimilar integrated cargo winch system onC-130H and older model aircraft.

The integral cargo winch is installed under thefloor on Buttock Line 0 between FuselageStations 257 and 277. Operation of the winch isaccomplished by removing a quick access paneland locking the sheave into place. This sheave iscapable of swiveling 360° to accommodate avariety of loading situations. The photo at thetop of this page shows the winch in a deployedstate and the photo at the bottom of the pageshows it in a stowed state with the cover off.

Among the advantages of this retrofit, a load-master gains the ability to safely operate thewinch from any location within the vicinity ofthe load through the use of the control pendant.The pendant may be connected to one of two dif-ferent length cords and plugged into either oftwo outlets located in the forward and aft cargocompartment. Also, the reel-out/reel-in speeds

are infinitely variable with the thumbwheel onthe control pendant.

The integral cargo winch's capabilities weredemonstrated during the test loading of a 24-ftType V airdrop platform weighing approximate-ly 25,000 Ibs. A 10,000-lb forklift and anextended cab pickup truck were also winchedon/off the aircraft.

Winch Specifications:

Input Power: 200 VAC to 35 Amps Control Power 28 VDC to 5 Amps Max Rated Load 6500-lbs Stall Load 8000-lbs Variable Speed:High Speed 0-56 ft/min Low Speed 0-30 ft/min Limit Load 10000-lbs Ultimate Load 12000-lbs

Installation of this winch can be done with aminimum modification retrofit kit containing allof the required engineering, wiring, parts andinstructions.

Contact:Ralph A. Romanis, Program Manager Airlift Derivative ProgramsLockheed Martin Aeronautical Systems 2251 Lake Park Drive Smyrna, GA 30080-0755 Facsimile 770-431-6636 E-mail:[email protected]

❐

Lockheed Martin SERVICE NEWS V27N1

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aanndd PPrreevviioouuss AAiirrccrraaffttby Bill Strait, Senior Engineer, Airlift Derivative Programs

Lockheed Martin Aeronautical Systems Support CompanyAirlift Field Service Department2251 Lake Park DriveSmyrna, GA 30080-7605

On the World Wide Web: http://www.lmassc.comE-mail: [email protected]

VOL. 27, NO. 1, January - March 2000 Service News€¦ · A SERVICE PUBLICATION OF LOCKHEED MARTIN...

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