a service publication of lockheeo·cieoflgia cor.~pany, a … · 2020-06-09 · 3 a guide to...

VOL. 9, NO. 1,JANUARV-~1ARCH 1982

A SERVICE PUBLICAT ION OF LOCKHEEO·CiEOflGIA cor.~PANY, A DIVISION OF LOCKHEED CORPORATION

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Propeller Blade Care

A SERVICE PUBLICATION OFLOCKHEED-GEORGIA COMPANYA DIVISION OF

LOCKHEED CORPORATION

Editor

Charles I . Gale

Associate Editors

Daniel E. JolleyJames A. LoftinSteve Palmer

Vol. 9, No. 1, January - March 1982

CONTENTS2 Focal Point

Bob Stewart. ManagerMajor Subcontract Procurement

3 A Guide to Propeller Blade CareMaintaining and protecting propellerblade leading edges from erosion andcorrosion.

11 Index by Subject, 1974.1981Vol. 1, No. I Vol.S.No.4

Cover: A USAF C-13OH over the North CarolinaCoast.

Sand and sea arc a popular combination furwarm weather relaxation, but no holiday forthe exposed metal par ts of an a i rcraf t . Pro-peller blades. for cxamplc, have to absorb a loto f punishment whenever the environment i n -cludes sand, dust, and salt air. The blades cantake it, but they need your help. This issuefeatures guidance from the manufacturer onmaximizing p r o p e l l e r blade service life underadverse operating conditions. USAF photo byMSgt Robert J. Carr.

THE SUPPORTING CAST

BOB STEWART

The production of the Hercules aircraft issupported by a cast of thousands. We inMateriel are part of this supporting cast. Ourrole takes form during, and sometimes before,the aircraft design is complete. The raw mate-rials of the airframe structure, together withpaint, fasteners, avionics, landing gear, pro-pellers, engines, and whatever else is required toprovide function and give life to the Hercules,are all procured by Materiel. Our primaryrequirement is that every purchase be a qualityproduct that will perform the necessary func-tion for which it is designed. When quality and

performance arc certain, our next challenge is assuring a reasonable price and delivery to aschedule that will ensure the availability of each aircraft when it is needed by the customer.

In order to achieve these goals, we utilize approximately 6500 suppliers worldwide and makepurchases presently valued at $350 million a year. An undertaking of this size and complexityrepresents a significant day-in, day-out performance challenge. It requires close and continuingcontact with all suppliers so that any delays, shortages, or other problems that may affectdelivery schedules are identified as they materialize and, when necessary, a plan of actionformulated to protect the interests of our customers. The effective working relationships weestablish with suppliers and manufacturers throughout the world serve to strengthen the opera-tional support capability Lockheed is able to offer each and every Hercules aircraft operator.

Another day-to-day task is gathering and compiling appropriate technical information fromsuppliers and making it available to our Product Support people. This ensures that the myriadcomponents each aircraft contains can be serviced in accordance with approved proceduresendorsed by the individual manufacturers.

Our suppliers often collaborate with us in providing supplementary maintenance data designedto help our customers maximize the service life of a particular part of the aircraft system. Anexample of this kind of cooperative effort can be found in this issue of Service News magazine.The article “A Guide to Propeller Blade Care” is authored by William Hack of the HamiltonStandard Division of United Technologies. His contribution of this sound technical advice inhis area of expertise is concrete evidence of the spirit of mutual commitment to the customer’ssuccess that is a fundamental part of the relationship between Lockheed and its suppliers.

We know that our suppliers take intense pride in their contribution to the Hercules airplane.Pride in this great airlifter is a contagious thing!

Sincerely,

R. D. Stewart, ManagerMajor Subcontract Procurement

T. J. Cleland Director

CUSTOMERSERVICE

A. H. McCRUMDIRECTOR

INTEGRATEDLOGISTICS SUPPORT

.I. L. THURMONDDlRECTOR

CUSTOMERSUPPLY

M. M. HODNETTDIRECTOR

by William Hack, Service EngineeringHamilton Standard Division of United Technologies

The propeller blades of Hercules aircraft are still beingpursued by a very old enemy. The culprit is corrosion,and the two will be natural foes as long as aluminumpropeller blades exist. The struggle against corrosion isone that Hercules aircraft operators should alwayswin. But some C-130 and L-100 owners report thatcorrosion has literally taken the edge in their fight toprevent propeller blade damage. They describe severe

examples of leading edge deterioration, such as“cracking,” “splitting,” and “delamination.”

The Winning Strategy

What can be done to avoid such problems? Thestrategy is simple: a firm commitment to preventivemaintenance. Propeller blades lose ground in their life-

Lockheed SERVICE NEWS V9Nl

The 3-inch long “split” in this blade leading

edge was caused by corrosion.

long struggle against erosion and corrosion every timepropeller blade maintenance procedures are relaxed.

Preventive maintenance is particularly important in thecase of the propeller blades that are installed onHercules aircraft. The reason is the unique versatilityof these famous airlifters. Propeller blades take abeating whenever aircraft operate from unpreparedfields, in sandy or dusty climates, or in the vicinity ofsalt water. These are the kinds of harsh operatingenvironments in which the Hercules aircraft excels, butthey are also very hard on propeller blades.

Even in the most favorable climates, propeller bladesare constantly being worn and pitted by sand, dirt, andwater. Should this be a problem? Not at all. The bladesare designed to withstand this kind of treatment -butonly if they are properly inspected and maintained.There is not much that can be done about exposure torough runways or a salt water environment, but it ispossible to greatly extend the service life of propellerblades used under such unfavorable conditions. That iswhat this article is all about: achieving maximum pro-peller blade life through improved care.


Please note, however, that the material contained inthese pages is intended only to support and illuminatethe information in the applicable maintenancemanuals. Always consult the authorized technicalpublications before undertaking any maintenanceactivities in connection with your Hercules aircraft.

Experience has shown that good maintenance practicescan hold corrosion of blade leading edges to a tolerableminimum in almost any operational situation. This isan easier job to do when the factors involved in thenormal progression of blade wear are well understood.

Propeller Blade Wear Limits

In the development stages of any new, propeller-drivenaircraft, the propeller manufacturer always conductsground and in-flight propeller stress surveys. Thesesurveys empirically measure the strength and durabilityof the propeller blades designed for use with the air-craft in question. The overriding consideration in theinitial blade design is safety, and for this reason pro-peller manufacturers are very conservative when itcomes to establishing rework limits, overhaul stan-dards, and determinations of blade structural integrity.

There is good reason to respect the propeller manufac-turer’s technical ability and follow his advice on main-

taining not only a propeller’s internal components, butthe blade surfaces as well.

The effort to develop service limits is long, arduous,and expensive, and the manufacturer recognizes that aonce-efficient airfoil will have to be sold as scrap whenits wear limits have been exceeded. The valuesultimately established offer the maximum possible ser-vice life consistent with safe operation. After all, thepropeller manufacturer wants the blades to endure justas much as the aircraft operator does. His reputationfor building a quality product will not be enhanced byselling the user another propeller or blade prematurely.

How Blade Damage Occurs

Propeller blades are no different from any other metalstructures that are subjected to repeated mechanicalstresses. They will deteriorate unless they are properlyinspected and maintained. In the course of normaloperation, the propeller blade leading edges take thebrunt of the externally applied stresses - principallyimpingement of solid particles on the rotating blades.The effects of this impingement show up in the form ofabraded and eroded leading edge surfaces.

In areas where there are corrosive substances in theatmosphere, particularly in locations that are near salt

Maximum depth of rework allowed on propeller blade leading and trailing e d g e s

0.15”0.25”

FROM BARREL TO 36” FROM TIP TO

FROM BARREL LIP - - 18” F R O M T I P 3” FROM TIP

12” FROM BARREL LIP TO36” FROM TIP

AREA TO BE FREE OF DAMAGE.EROSION TO BE DRESSED OUTAS NECESSARY.


water, the effects of corrosion will greatly add to themechanical deterioration of the blades. Operationsfrom unimproved runways, and from runways that arenot regularly swept clear of dust, sand, and foreignobjects will accelerate the rate of environmentaldamage.

The leading edge “splitting” reported by someHercules aircraft operators starts with minor pitting ofthe blade leading edges, caused by the impact ofheavier-than-air particles like sand or dirt. Suchmechanical damage can even be traced to the hydraulicforces of water drawn into the propellers as theairplane is taxied on wet surfaces, to say nothing of theeffects of precipitation encountered in flight.

As these pits on the leading edges increase in numberand become deeper, they serve as pockets in whichcorrosive materials can accumulate. The presence inthese pits of salts from sea water or other alkalinesubstances sets up conditions which are highly dam-aging to stressed aluminum alloys. The result is cor-rosion along the grain boundaries of the aluminumalloy from which the propeller blades are forged. Thiscondition is known as intergranular corrosion.

While this process is taking hold, the blades continue

6 to be stressed in the course of normal operation. As thestress cycles accumulate, the individual pits will tend todevelop into microscopic holes which penetrate intothe blade structure. If the pits are so close together thatthey produce what are actually lines of leading edgedamage rather than isolated pits, splits or cracks willform in the blade leading edges. If a leading edge crackprogresses to the point where it undermines thedamaged aluminum above it, a tiny piece of blade willflake off - and possibly cause damage or injury.

The Maintenance Challenge

It is clearly very important that propeller blades not beallowed to deteriorate to the point where damage of

this kind can occur. The applicable dimensional limits,operational restrictions, and repair and overhaul stan-dards must be strictly observed.

Unfortunately, this amounts to yet another challengefor maintenance organizations, which are typicallyshort on manpower, equipment, and supplies, but longon flight schedule commitments. Under such cir-cumstances, it is easy to understand why propellerblade maintenance does not always receive toppriority.

Training is a key step out of this dilemma. An effectiveprogram of preveptive maintenance conducted by well-trained personnel can save a great deal of time, as wellas money and propeller blades. Furthermore, such aprogram almost always attracts the enthusiastic sup-port of aircrews. Made aware of an ongoing preventivemaintenance program and given a little additionalinformation, the aircrews can provide extra sets oftrained eyes to assist in the effort to discover bladedamage in its initial stages.

Blade Inspection and Clearing

Proper inspection of the blades by maintenance per-sonnel is essential. The propeller blades should be in-spected daily for obvious damage like deep scratches,cracks, gouges, burns, bends, and especially leadingedge corrosion. Note that this is not the proper time tostand back and rely exclusively on keen vision. Crackscan look like fine scratches from a distance. Pull theblades through (by turning them clockwise as seenfrom the aft side of the engine) and inspect them froma distance of no greater than two feet. As a rule ofthumb, when a leading edge has abraded to the pointwhere it resembles coarse sandpaper such as number 60grit, it is time to file, or dress down, the leading edgesurface. This is accomplished by removing the leadingedge pits and erosion-roughened surface metal byfiling and sanding. It is important that this action notbe delayed, since the longer it is put off, the betterchance corrosion has of doing damage.

This blade leading edge is in need of rework. Note coarse surface texture.


Daily inspection is only half of an effectivemaintenance action plan. The missing half is a propercleaning procedure. When the aircraft is beingoperated in environments that are potentially dam-aging to the blades - rough runways, sand or dust inthe atmosphere, near salt water - the blades should bewashed regularly with clean fresh water, allowed todry, and then coated with a very thin film of clean,petroleum-base engine oil or MIL-H-5606 hydraulicfluid. Avoid using synthetic oils for this purpose. Ifthese products come in contact with parts of the air-craft structure, they may damage the paint.

A suitable calendar interval for this procedure will de-pend upon the aircraft’s operational requirements, thetotal operating environment, and previous experiencewith blade damage. Performing the cleaning procedureevery seven days will normally be adequate to preventblade damage. However, this interval may be short-ened or lengthened, depending upon the severity of thecorrosive influences in each particular operating area.

Reworking the Leading Edge

If a blade inspection does in fact reveal a leading edgethat resembles coarse sandpaper, what kind of tools

will be needed to repair the damage? The recom-mended equipment for repairing propeller bladeleading edge damage consists of an assortment ofsuitable files and emery cloth. The files should includea 14-inch Vixen file, a 14-inch fine mill file, a half-round number 0 cut file, and a half-round number 2cut file - or the equivalents. A small hand grinderwith soft abrasive wheels can also be used.

After the eroded or corroded areas have been removedfrom the blade leading edge with the files, the filemarks should be polished out with number 120, 240,and 320 dry emery cloth, as required. When the finalpolishing has been completed, a IO-power magnifyingglass, penetrant remover, penetrant developer, and adye penetrant solution are used to examine the rework.

When blade rework is to be undertaken with the pro-peller mounted on the aircraft, it is usually best to filethe blade when it is in the horizontal position, atground idle blade angle, and with the leading edge up.The only acceptable method of removing damage is byphysically doing it with a file or hand grinder. Noapproach which merely covers up or conceals the dam-aged area should ever be employed.

Hercules aircraft are at home in the toughest operating environments, but the props sometimes take a beating.7


Even on the ground, rotating blade tips encounter water

droplets and suspended solid particles at nearly 500 mph.

Using the appropriate file for the amount of materialthat will have to be removed, rework the leading edgein a direction parallel to the long axis of the blade. Thesurface should be dressed by removing all visibleerosion and pitting. It should then be checked for cor-rosion cracks that may penetrate to a greater depth. Ifcracks’exist, it is advisable to cross file the damagedarea to determine whether the depth of the rework willfall within the permissible limit for local repairs.

Most blade erosion and corrosion occurs within about18 inches of the blade tip. In this area, the maximumdepth for local rework is 0.400 of an inch. It may beapparent after cross filing that the damage depthexceeds this limit. If this is the case, the blade shouldbe removed from service and returned to the overhaulfacility.

Checking for Hidden Corrosion

After dressing the damaged area, the depth of therework can be determined by placing a straightedgealong the leading edge of the blade and measuring witha vernier caliper or 6-inch rule. Use a IO-power magni-fying glass to ensure that enough material has beenremoved to get rid of any deep-seated intergranularcorrosion.

The surest way to check for hidden corrosion cracks isto perform a dye penetrant check on the leading edge.First, clean the leading edge surface with penetrantremover and wipe it clean with a dry cloth. Next, applythe dye penetrant solution to the leading edge, usingclean cotton swabs.

Left: A set of files like this would serve for most blade

leading edge repair projects undertaken in the field.Below:

This propeller blade leading edge has been cross filed todetermine the depth of rework required. Note the thin

line of deep-seated intergranular corrosion still present.


Allow the penetrant to dry for a minimum of twentyminutes to a maximum of two hours. After thepenetrant has dried for the specified time, remove thedye from the surface with penetrant remover. Finally,spray penetrant developer on the leading edge andallow it to remain for 15 minutes. This will bring outany of the dye which has penetrated into hidden corro-sion cracks. The dye - usually red in color - willeasily be seen against the white color of the developerand will appear as thin and slightly wavy lines. Redlines that are very straight or parallel with other linesare most likely file marks that have not been com-pletely removed by polishing. It is the presence ofirregular lines that indicates intergranular corrosionand the need for additional filing.

Restoring the Edge

When all of the erosion pits and corrosion cracks havebeen removed, the leading edge will probably containflat spots with sharp edges and have the generalappearance of a roller coaster along its length. If left asis, this configuration would only tend to increase thelikelihood of future erosion and corrosion by offeringa large, flat area for particles to impact the leadingedge.

Such problems can be prevented by blending thereworked area in with the original blade edge surface.The idea is to form a smooth-shaped depression whoselong dimension measures not less than ten times thedepth of the rework. For example, if the total depth ofthe rework is 0.250 inch, the length of the shallow,saucer-shaped depression must be at least 2.5 inches.

Performing a dye penetrant check will deter-

mine if all corrosion cracks have been removed.

Below left: Filing is normally done in a direction parallel to the long axis of the blade. Right: A straightedge held across the

repaired area will aid in measuring the depth of a rework.


REWORK CONTOUR TO POINT

OF MAXIMUM THICKNESSMAlNTAlN ORIGINAL

RADIUS

I

CORRECTD A M A G E

C O N T O U R PORTIONTOO BLUNT

INCORRECT

TOO LARGE

Rework of leading edge. Example of local rework.

In carrying out this part of the rework procedure,always be sure that the ends of the depression aresmoothly blended in, or faired, with the leading edge.

10

Now the “bluntness” of the repaired area of theleading edge must be eliminated and the original radiusrestored. Using the appropriate file, start removingmetal at approximately the thickest section of the bladeand work the file forward over the leading edgecamber. Remember that the goal of leading edge repairis to remove all of the damage while leaving as much ofthe blade metal in place as possible. Work carefullyand avoid abrupt changes in leading edge contour. Thecontour or radius of the reworked leading edge shouldresemble its original shape with no trace of bluntness.When the proper shape has been restored, remove allsigns of tool markings with emery cloth.

Blade with reworked leading edge, ready for service.

Blade Repairability

Hercules aircraft maintenance personnel sometimesask if it isn’t possible that so much material will beremoved in the process of making local repairs that ablade will become unusable. The answer is in theory,yes; in practice, probably not. Hamilton StandardOverhaul and Parts Catalog P5056 gives the procedurefor locating blade stations and the minimum allowableblade widths for each station, but this information isnot normally needed for routine blade maintenance inthe field. The likelihood is that a blade will be removedfor the next scheduled overhaul before it becomesunserviceable because of rework.

TIMES DEPTH OF R E W O R K

DEPTH OF GOUGE

OR BURNFAIR IN

DEPTH OF REWORK

0.002� MIN. (GOUGE REWORK)

0.020� MIN. (ELECTRICAL BURN REWORK)

Here is why: When a propeller blade leaves theoverhaul facility, blade width is measured to ensurethat it has sufficient stock to last the entire overhaulcycle. The width dimension is figured so that theleading edge may be periodically filed, or dressed, withsufficient blade stock remaining to apply the maximumdepth of local rework. During the next overhaul cycle,blade width will be measured again to determine ifthere is enough blade stock remaining to last anotherentire overhaul cycle. Experience has proven that onlyvery rarely does a blade go below minimum widthbetween overhaul cycles.

Let’s look at an example. Suppose the overhaul facilityfound it necessary to reduce a blade to its minimumwidth of 17.96 inches at the 66-inch blade station. Isthis blade really going to make it through an entireoverhaul cycle? It would take exceptional cir-cumstances and severe damage to prevent it fromdoing so.

Even a blade that has been reworked to its minimumacceptable width at any station is released to theoperator with the assumption that it may becomenecessary to apply the maximum depth of local reworkat that station. That is the way width dimensions aredesigned. In our example, the full maximum depth ofrework (0.400 inches) could be applied at the 66-inchstation without jeopardizing blade strength andintegrity. Only alternate blade stations may be re-worked below their minimum widths, but the prob-ability of receiving a blade that will require themaximum-depth rework at a station already atminimum width is quite remote.

Proper blade inspection, cleaning, and repair require arelatively small investment in time and manpower. Thepayoff is a safe, efficient airfoil that will give a full lifeof service. Remember that there is no redundantsystem for a propeller any more than there is for an air-craft wing. Take care of it! On the next maintenancecheck or preflight walk around, look at those bladesmore carefully. Their longevity depends on the qualityof your maintenance.


AlDJUSTING LANDING LIGHTS

AlFT CARGO DOOR UPLOCK BINDING

AlIRFRAMEA Brief Discussion of C-130Hand L-l 00-30 Airframe Features

T ICl

HE AN/ART-31 RADIOoMPARTMENT DOOR

Making It Secure

C ARGO FLOOR SHORINGProtecting the Floor from Damage

C ARGO RAMP RIGGING

ClREW DOOR RIGGING

ClREW ENTRANCE DOOR CABLEAdding a Support Cable to theCrew Entrance Door

DD

ELAMINATION OF WHEEL WELLO0RS

DI MENSIONSC-l 30H and L-l 00-30 ExternalDimensions

F ACT SHEETBasic Data on the C-130H andL-l 00-30 at a Glance

FLRE

IGHT CONTROL CABLE TENSIONGULATORS

Description and Operation ofCable Tension Regulators

TINPR

HE HERCULES AIRCRAFT: A STUDYEVOLVING MATERIALS AND

ROCESSES TECHNOLOGY

H EDAl

ERCULES CREW ENTRANCEOOR OPEN WARNING SWITCHDJUSTMENT

IN STALLATION TOOL - WINGLE ADING EDGE HINGE PIN

KEE P A TIGHT SHIPCare and Handling ofPressurization Seals

#-%-- . - VOL. 1, NO. 1 through VOL. 8, NO. 4

IRFRAME

1974 - 1981

AIRFRAME lcontdl

Issue Page

VOL. 8. NO. 3 11JUL-SEP ‘81

VOL. 8, NO. 3 8JUL-SEP ‘81

VOL. 6, NO. 4 7OCT-DEC ‘ 79

VOL. 8. NO. 4 1 0OCT-DEC ‘ 81

VOL. 6, NO. 2 16APR-JUN ‘79

VOL. 4. NO. 1 3J A N - M A R ’ 7 7


VOL. 4. NO. 3 1 7JUL-SEP ‘ 77

VOL. 2, NO. 4 1 5OCT-DEC ‘ 76



VOL. 3, NO. 3 1 4JUL-SEP ‘ 76


VOL. 2, NO. 1 1 3J A N - M A R ‘ 7 5

VOL. 4, NO. 2 1 4APR-JUN ‘77


LIFE RAFTS

NOSE JACK PAD NUT PLATESPart Numbers

NUTS, BOLTS, SCREWS

PRECIPITATION STATICDISSIPATION

Causes and Solutions forPrecipitation Static

PREFORMED PACKINGS

RAMP ACTUATOR DAMAGEReversing a Bolt CanPrevent It

SCOVILL PANELOC FASTENERSHow They Work, and How toUse Them

STATIC GROUND ASSEMBLIESDeleted from Landing Gear

TOOLS FOR PANELOCS

TORQ-SET SCREWS AND TOOLSTorq-Set Fasteners and ToolsDescribed and Illustrated

TURNBUCKLE TOOLS

UPPER COWLING HINGELUBRICATION

Installing Grease Fittings toLubricate Engine CowlingHinge Pins

UPPER NACELLE AND WING DRYBAY PLUMBING

Keeping the Drain Lines Clear

WINDSHIELD WIPERALIGNMENT TOOL

WARPED CREW DOORS

WASHING THE HERCULESA Clean Airplane Lasts Longer

Issue Page

VOL. 6, NO. 1 3J A N - M A R ‘ 7 9

VOL. 7. NO. 1 3J A N - M A R ‘ 8 0

VOL. 2 , NO. 3 3JUL-SEP ‘ 75

VOL. 4 . NO. 3 2 0JUL-SEP ‘ 77

VOL. 3 , NO. 1 3J A N - M A R ‘ 7 6

VOL. 8, NO. 1 1 4JAN-MAR ‘81

VOL. 7. NO. 2 15APR-JUN ‘80

VOL. 4 . NO. 3 21JUL-SEP ‘77

VOL. 7. NO. 2 1 7APR-JUN ‘80

VOL. 3 , NO. 4 11OCT-DEC ‘ 76

VOL.l.NO.4 5OCT-DEC ‘ 74

VOL. 4. NO. 4 1 5OCT-DEC ‘ 77

VOL. 7. NO. 1 4J A N - M A R ‘ 8 0


VOL. 6, NO. 3 1 4JUL-SEP ‘ 79


11


ELECTRICAL AND ELECTRONICS

AC VOLTAGE REGULATORSMatching of Generator andVoltage Regulator

ISSUE Page

VOL. 4. NO. 4 1 6OCT-DEC ‘ 77

APQ-122 RADAR VOL. 4 , NO. 4 3Basic Description and Operation OCT-DEC ‘ 77

BOOST PUMP ELECTRICALCONNECTOR

for the Hydraulic Suction BoostPump

VOL. 4 . NO. 4 1 8OCT-DEC ‘ 77

THE BENDIX PPI-1P WEATHERVISIONRADAR INDICATOR

Description and Operation

VOL. 7. NO. 1 6J A N - M A R ‘80

CIRCUIT BREAKERSHow They Protect Your Airplane

VOL. 8 NO. 4 1 2OCT-DEC ‘81

ELECTRICAL SYSTEMAn Introduction to C-l 30H andL-l 00-30 Electrical Systems

VOL. 6 , NO. 4 2 2OCT-DEC ‘ 79

THE HANDLING OF GYROSProtecting Gyros During Shipment

VOL. 6, NO. 1 1 4J A N - M A R ‘ 7 9

HERCULES WIRE IDENTIFICATIONIncluding a Cross-Reference Chart

VOL.l.NO.2 9APR-JUN ‘74

12 NEW ICE DETECTORSDescription, Operation, andMaintenance of Solid-State Units

VOL. 8, NO. 1 1 7JAN-MAR ‘81

NICAD (NICKEL-CADMIUM) BATTERIES VOL. 1, NO. 4 1 0Don’t Leave “Well Enough” Alone OCT-DEC ‘ 74

TROUBLESHOOTING APO-l 22 VOL. 5, NO. 2 3RADAR APR-JUN ‘78

ENGINES AND PROPELLERSCRACKED PROPELLER DOME SHELL VOL. 3, NO. 2 1 4

APR-JUN ‘76

THE EXTERNAL SCAVENGE OIL FILTER VOL. 2, NO. 2 7Checklist for Oil Venting andDifferential Pressure Symptoms

APR-JUN ‘75

HERCULES ENGINE TACHOMETERSYSTEM

HERCULES POWER PLANTRIGGING

HERCULES PROPELLER CONTROLOIL LEVEL CHECK

Using the Atmospheric SumpDipstick

OIL PRESSURE TRANSMITTERVENT LINE ON JETSTAR ENGINES

MORE ABOUT RIG PINSAdditional Data on Power PlantRigging

VOL.l.NO.1 8J A N - M A R ‘ 7 4

VOL. 5, NO. 1 3J A N - M A R ‘ 7 8

VOL. 1, NO. 2 3APR- JUN ‘74

VOL. 4 , NO. 1 2 2J A N - M A R ‘ 7 7

VOL. 5, NO. 2 3 5APR-JUN ‘78

ENGINES AND PROPELLERS (contdl

POWER PLANT, PROPELLERS, ANDTHE APU

on the C-l 30H and L-l 00-30

PRESERVATION OF T-56 ENGINES

PROPELLER VALVE HOUSINGINSTALLATION

STARTING FOR A LONGERENGINE LIFE

Understanding Engine StartingEvents

TROUBLESHOOTING ENGINESTART PROBLEMS

TROUBLESHOOTING RPMFLUCTUATION

Finding the Causes of Prop-Induced RPM Fluctuation

TURBINE TEMPERATURETROUBLESHOOTING

Detecting AbnormalTemperature Conditions

USING THE TACH GENERATORTEST FOR AN AUTO-TAC

WHERE DID THE OIL GO?Troubleshooting Engine Oil Losses

ISSUE Page

VOL. 6, NO. 4 1 2OCT-DEC ‘ 79

VOL. 2 , NO. 4 9OCT-DEC ‘ 75

VOL. 2 . NO. 2 1 9APR-JUN ‘75


VOL. 4 . NO. 1 2 3J A N - M A R ‘ 7 7

VOL. 8 NO. 2 3APR-JUN ‘81


VOL. 4 , NO. 3 17JUL-SEP ‘77

VOL. 2 , NO. 3 1 4JUL-SEP ‘75

CONNECTORS (Electrical)Part Number Cross-Reference andImportant Details on Assembly

CONTROLLING MICROBIAL GROWTHin Aircraft Fuel Tanks

DELAYED MAINTENANCE....CANGIVE YOU A BLAST

Fuel Quantity Indicating SystemOperation

FUEL SYSTEMAn Introduction to C-l 30H andL-l 00-30 Fuel Systems

HERCULES FUEL QUANTITYINDICATING SYSTEM

HERCULES FUEL VENT SYSTEMKeep Obstructions Out

LEAKY FASTENERSA Guide to Fuel TankFastener Leak Repair

LOCATING LEAKSin Auxiliary Fuel Tanks by Color

VOL. 1, NO. 3 16JUL-SEP ‘ 74

VOL. 2, NO. 2 1 0APR-JUN ‘75

VOL. 1, NO. 3 1 8JUL-SEP ‘ 74


VOL.l.NO.3 2JUL-SEP ‘ 74

V O L . 1,NO. 1 14J A N - M A R ‘ 7 4


VOL. 2, NO. 2 1 4APR-JUN ‘75


,. “..FUEL SYSTEM (contd) HYDRAULICS (contd)

Issue Page


issue Page

MATERIALS FOR FUEL TANKMAINTENANCE

A Helpful List of Materials. StockNumbers. and Vendors

HYDRAULIC PRESSURE DROP

Hydraulic Pressure Changes

During Flight Control and

Landing Gear Movements

VOL. 6, NO. 3 1 5

JUL-SEP ‘79

NEW FUEL QUANTITY TANKPROBES

VOL. 4, NO. 1 2 2J A N - M A R ‘ 7 7 THE HYDRAULIC SYSTEMS

An Introduction to the C-l 30H

and L-l 00-30 Hydraulic Systems

VOL. 6, NO. 4 1 9

OCT-DEC ‘ 79OVERBOARD FUEL VENTING

The Chief Causes of InadvertentFuel Venting


INTERCONNECT VALVE

POSITIONING PROCEDURE

VOL. 2, NO. 4 1 0

OCT-DEC ‘ 75A QUICK WAY TO DRAINHERCULES AUX TANKS


NEW CHECK VALVE

for Hercules Hydraulic

Pump Pressure Lines

VOL. 4, NO. 2 1 5

APR-JUN ‘77VOL. 5. NO. 3 1 4JUL-SEP ‘ 78

RECLAIMING FUELCOMPENSATOR UNITS

Some Units Damaged byMoisture Can Be Restored

NEW FILTER ELEMENTS

for Hercules Hydraulic Systems

VOL. 2, NO. 1 1 4

J A N - M A R ‘ 7 5REPAIR OF RUBBER COVERINGON INFLIGHT REFUELING HOSES

VOL. 4. NO. 2 1 5APR-JUN ‘77

NEW HYDRAULIC PUMP

Limits Temperature

VOL. 2, NO. 3 1 2

JUL-SEP ‘75SECONDARY FUEL PUMP PRESSURELIGHT FLICKER

What Causes It andHow to Correct It

VOL. 8. NO. 4 1 6OCT-DEC ‘81

OPENING THE HERCULES RAMP

Using the Auxiliary System

Hand Pump

V O L . l . N 0 . 4 6

OCT-DEC ‘ 7413SOLDERING FUEL QUANTITY

INDICATING SYSTEM CONNECTORSVOL. 8, NO. 2 18APR-JUN ‘81

PRESSURE INDICATOR LAG VOL. 2, NO. 4. 12

OCT-DEC ‘ 75TESTING THE GTF-6 TEST SET

Making Sure It’s Safe to Use

UPPER REFUELING TUBEINSTALLATION

A Special Tool Can Simplifythe Procedure

HYDRAULICS

VOL. 8. NO. 1 1 6JAN-MAR ‘81

VOL. 8, NO. 2 1 6APR-JUN ‘81

SEALS FOR HERCULES PUROLATOR

HYDRAULIC FILTERS

A Chart Listing the Seals

Required to Service Hydraulic

Filters

VOL. 3. NO. 3 13

JUL-SEP ‘76

SERVICING HERCULES

HYDRAULIC FILTERS

VOL. 3, NO. 1 1 5

J A N - M A R ‘ 7 6BOOST PUMP ELECTRICAL VOL. 4, NO. 4 1 8CONNECTOR OCT-DEC ‘ 77

DON’T SLAM THE DOOR VOL. 4. NO. 1 1 7J A N - M A R ‘ 7 7

VOL.l.NO.1 3J A N - M A R ‘ 7 4

VOL. 4. NO. 1 1 8J A N - M A R ‘ 7 7

TWO DIFFERENT HERCULES ENGINE

DRIVEN HYDRAULIC PUMPS

VOL.l.NO.3 1 5

JUL-SEP ‘ 74

FLARELESS FITTINGS

LANDING GEARHERCULES FLAP SYSTEM

A Brief Description of theHercules Flap System

HOW TO BLEED A HERCULESHYDRAULIC PUMP - AND KEEPIT CLEAN

AIRCRAFT WHEEL INSPECTIONInspection of Critical Areas

A HANDY NOSE LANDINGGEAR RIGGING TOOL

HERCULES HIGH ENERGY BRAKESSingle Disk Versus Multi-Disk

HERCULES MLG BALLSCREW LUBESide Lubrication Fitting Modified

VOL. 5, NO. 1 2 3J A N - M A R ‘ 7 8

VOL. 6, NO. 1 9J A N - M A R ‘ 7 9

VOL. 2, NO. 1 1 0J A N - M A R ‘ 7 5

VOL. 4 , NO. 4 1 7OCT-DEC ‘ 77


HYDRAULIC FLUID INTER-CHANGE BETWEEN SYSTEMS

Accumulator Trouble CanCause Fluid Interchange

VOL. 3, NO. 3 16JUL-SEP ‘ 76


LANDING GEAR lcontdi

HOT BRAKESCauses of Overheated Brakes

ISSUE Page

VOL. 4. ND. 3 1 8JUL-SEP ‘77

JETSTAR NOSE STEERING SYSTEM V O L . 1,NO.l 8J A N - M A R ‘ 7 4

KEEP UP THE PRESSUREIN JETSTAR TIRES

Precautions and Recommendationsfor Inflating JetStar Tires

VOL. 3. NO. 2 1 5APR-JUN ‘76

LOST LOCKING SCREW VOL. 6, NO. 1 13Means MLG Trouble J A N - M A R ‘ 7 9

MARK II ANTI-SKIDDescription, Operation,and Troubleshooting

VOL. 8 NO. 1 3JAN-MAR ‘61

MLG MANUAL GEARBOXTechniques for ProperOperation of the ManualGearbox

VOL. 7. NO. 3 10JUL-SEP ‘ 60

MLG TRACK SHOE CLEARANCESA New Tool SimplifiesAdjustments

VOL. 6, NO. 1 1 0J A N - M A R ‘ 7 9

14

MLG TRACK SHOE SHOP AIDA Helpful Tool for Track ShoeMaintenance

MLG UPPER SHOE ASSEMBLYMODIFICATIONS

Design Changes Give ShoeFacings Longer Life

VOL. 7, NO. 4 1 6OCT-DEC ‘80

VOL. 6, NO. 3 1 6JUL-SEP ‘79

NEW ALLOYfor JetStar Landing GearShock Struts

VOL. 2, NO. 1 1 2J A N - M A R ‘ 7 5

NOSE LANDING GEAR SWITCHADJUSTMENTS

VOL. 5, NO. 3 1 3JUL-SEP ‘ 78

NOSE WHEEL SHIMMYand What to Do About It

VOL. 3, NO. 1J A N - M A R ‘ 7 6

SAFETY WIRE FOR HERCULESMLG Torque Tube YokeAssembly

VOL. 3 , NO. 4D C T - D E C ‘ 7 6

SHOCK STRUT SERVICING VOL. 7. NO. 3JUL-SEP ‘80

STEEL CYLINDERS FOR THEJETSTAR MLG ACTUATORS

You Can Install thesePreferred Spares

VOL. 1, NO. 2APR-JUN ‘74

THINNER SERRATED PLATESfor Hercules Main Landing Gear

VOL. 4 , NO. 3 21JUL-SEP ‘77

TIRESOperation, Maintenance, andHandling Tips

VOL. 4 , NO. 3 3JUL-SEP ‘77

TORQUE STRUT BOLTPreferred Spare Now Available

VOL. 7. NO. 2 1 9APR- JUN ‘80

OPERATIONS

DESERT OPERATIONSProtecting Your Aircraft inan Arid Environment

ISSUe Page

V O L . 8, NO. 4 11OCT-DEC ‘81

FLIGHT LINE OBSTACLE COURSE VOL. 2, NO. 1 3Caution During Taxiing J A N - M A R ‘ 7 5or Towing

HERCULES GROUND HANDLING VOL. 3. NO. 3 3Tips on Towing, Parking, JUL-SEP ‘76Mooring, and Jacking the Hercules

HERCULES TOWBAR SHEAR BOLTS VOL. 4, NO. 3 2 2An Explanation of Shear JUL-SEP ‘77Bolt Function

HOW TO MOVE AN VOL. 2, NO. 1 4INCOMPLETE HERCULES J A N - M A R ’ 7 5

,. PNEUMATICS AND ENVIRONMENTAL

A/C TEMPERATURE CONTROLSystem Checkout

THE AIR TURBINE MOTORDescription, Operation, andTroubleshooting

BENDIX STARTERSDescription, and Hints onInstallation and Operation

FIRST AID FOR THEHERCULES TEMPERATURECONTROL SYSTEM

THE FORGOTTEN SCREENSCleaning Screens in theAir Conditioning System

HERCULES AIR CONDITIONINGA Basic Description of theHercules Air Conditioning System

THE HERCULES LIQUIDOXYGEN SYSTEM

Major Components, Servicing,and Safety Tips

HERCULES NEW AIRCONDITIONING UNITS

Changes to the HerculesAir Conditioning System

HERKY’S NEW APUOperation and Descriptionof the New APU for theHercules

HOW THE 1867th FCS LICKEDA TURBINE PROBLEM

HOW JETSTARS KEEPTHEIR COOL

VOL. 5, NO. 4 11OCT-DEC ‘ 78

VOL. 7. NO. 4 11OCT-DEC ‘80


VOL. 3 . NO. 3 2 3JUL-SEP ‘76

VOL. 2, NO. 4 1 4OCT-DEC ‘ 75

VOL. 3 , NO. 2 2APR-JUN ‘76


VOL. 3 , NO. 3 1 8JUL-SEP ‘76


VOL. 1. NO. 3 2 3JUL-SEP ‘ 74

VOL. 1. NO. 3 2 0JUL-SEP ‘ 74


PNEUMATICS AND ENVIRONMENTAL(contd) ___

Issue Page

OXYGEN SAFETY VOL. 1, NO. 1 1 0J A N - M A R ‘ 7 4

PNEUMATIC SYSTEMSAn Introduction to theC-130H and L-100-30Pneumatic Systems

VOL. 6, NO. 4 1 5OCT-DEC ‘ 79

POLYTETRAFLUOROETHYLENE VOL. 2. NO. 1 9(TEFLON) J A N - M A R ‘75

Lining for Oxygen ServicingHoses

SOLID-STATE COMPONENTSfor Hercules Air ConditioningSystems

VOL. 5, NO. 3 12JUL-SEP ‘ 78

SPARE NUTS FOR V-BANDCOUPLINGS

Size and Part NumberDesignations for V-BandCoupling Nuts

VOL. 4, NO. 4 1 8OCT-DEC ‘ 77

STARTER SERVICING VOL. 3, NO. 4 11OCT-DEC ‘ 76

TROUBLESHOOTING PRESSURIZATION VOL. 8, NO. 4 3PROBLEMS OCT-DEC ‘ 81

ANOTHER GREASE--GREATIMPROVEMENT

Use of MIL-G-B 1322 AvoidsPaint Damage

VOL. 7, NO. 3 1 9JUL-SEP ‘ 80

ARRSAerospace Rescue andRecovery Service

VOL. 6, NO. 2 1 4APR-JUN ‘79

THE AMAZING HERCULESAirlifter for Today andTomorrow


C-130 TECHNICAL PUBLICATIONSA Key Part of Your HerculesProgram


A DISTINGUISHED PASTMilestones in 25 Years ofHercules Aircraft Production


EMERGENCY SERVICESFull Service Productsupport


FIRST FLIGHT OF MODIFIED VOL. 2, NO. 2 2 3JETSTAR APR-JUN ‘75

A FLEXIBLE FIBER-OPTIC BORESCOPE VOL. 8, NO. 4 11O C T - D E C 8 1

MlSCELLANEOUSIcontdl

HERCULES SENIOR FOREIGNFIELD REPRESENTATIVES

JETSTAR IIAdvance Data on NewConfiguration

KC-1 30R FLIGHT SIMULATORA Brief Description

LOCKHEED AIRCRAFT SERIALNUMBERS

Identifies Production SequenceOnly

MEET THE HERCULESThe Advanced C-130H andthe L-100-30

NEW AIRCRAFT STATUSDESIGNATIONS

A PROMISING FUTURENew Derivatives far the1980s and Beyond

THE STANDARDIZED LOGISTICSMANAGEMENT SYSTEM

A Better Way to Maintain HighTechnology Products

TROOP SEAT INSTALLATION TOOLNew Tool Facilitates SeatInstallation

ISSUe Page

VOL. 6, NO. 1 1 5J A N - M A R ‘ 7 9

VOL. 2. NO. 2 2 0APR-JUN ‘75

VOL. 4 , NO. 4 1 9OCT-DEC ‘ 77

VOL. 2 , NO. 2 19APR-JUN ‘75

VOL. 6. NO. 4 3OCT-DEC ‘ 79

VOL. 5 NO. 2 3 5APR-JUN ‘78

VOL. 6 . NO. 3 2 2JUL-SEP ‘79

V O L . l.NO.2 7APR-JUN ‘74

15

VOL. 8, NO. 1 1 3JAN-MAR ‘81


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Marit<lUI, Ceo.-giu 30063

1974 THROUGH

1981

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