vol. 26, no. 1 january - march 1999 service news...world around them. whether because of darkness,...

A SERVICE PUBLICATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS SUPPORT COMPANY

VOL. 26, NO. 1 January - March 1999

Service NewsService News

Table of Contents

Customer Operations and Support

Through the years, one of the hallmarks of Lockheed Martin’s continued suc-cess has been our outstanding relationship with you, our customer. In an

effort to refocus our attention, our Product Support organization is nowCustomer Operations and Support. Traditionally, Product Support has consist-ed of Field Service, spare parts, manuals, etc. with the focus primarily on theequipment. The new organization, while still offering the previously mentionedproducts and services, will focus on the customers and the things that are impor-tant to them. We want to provide complete cradle to grave support for our prod-ucts, including full Contractor Logistics Support (CLS) if desired. Our goal isto be a one-stop shop - the overall programatic source for C-130J, airlift, F-22,and our other products. We will accomplish this by using the most economicalsources within Lockheed Martin and externally while maintaining oversight toensure the highest quality.

John Gaffney, who has so ably led ProductSupport in the past, recently announced his plans toretire. As we looked for someone to lead this neworganization, we knew that it was imperative toapply the best talent possible to this opportunity. BillBernstein has agreed to take on this exciting newtask and is now Vice President of CustomerOperations and Support. Bill has extensive progra-matic experience with both the C-130 and the P-3 aswell as an extensive Product Support background.

As our customer, you can expect to see improved response times to yourinquiries and more comprehensive solutions to your problems. We want tounderstand any problems you may encounter and work with you to find the bestsolution. We want to help you keep your aircraft performing your missionrequirements by providing broader, more integrated customer support. Wefirmly believe that our relationship with you is the key to our continued longterm success, and we are committed to making that relationship the best that itcan be.

Sincerely,

Terry A. GrahamExecutive Vice President andChief Operating Officer

Vol. 26, No. 1 January - March 1999

CONTENTS

2 Focal PointTerry A. GrahamExecutive Vice President andChief Operating Officer

3 Low Power Color RadarLyle H. SchaeferChief Experimental Test Pilot

8 Hercules Operators ConferenceWorking Group Summaries

11 The C-130J Fuel System and Test EquipmentDavid R. RamosField Service Representative

14 U.S. Coast Guard HC-130 Engine ConversionCWO3 Alan J. LarkinARSC Elizabeth City, NC

Just a Reminder...

Contact information for the HerculesSupport Center is as follows:

E:mail: [email protected]: 770-431-6569Facsimile: 770-431-6556

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

be accurate and authoritative; it should not be assumed, however, that this material has received

approval from any governmental agency or military service unless specifically noted. This publi-

cation is intended for planning purposes only, and must not be construed as authority for making

changes on aircraft or equipment, or as superseding any established operational or maintenance

procedures or policies.

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

LOCKHEED MARTIN AERONAUTICALSYSTEMS SUPPORT COMPANY

PRESIDENTJ. L. GAFFNEY

FIELD SUPPORTJ. D. ADAMS

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].

Terry A. Graham

Front Cover: The C-130J demonstrates a maximum effort take-off at the 1998Farnborough Air Show.Back Cover: The C-130J flies against the backdrop of the beautiful English countryside.

Front Cover Next Page

As long as aviators have taken to the air in theirflying machines, they have wanted to extendthe capability of the naked eye to view the

world around them. Whether because of darkness,weather, or distances beyond the visual range, the limi-tations placed on the aviator to utilize the airplane safe-ly and effectively have been linked to his ability todevelop a situational awareness of the environment out-side the machine. This capability has become an essen-tial element of any airplane whose mission success asan airborne weapons system is dependent on its abilityto operate in an all-weather environment.

Over the years, airborne radar has been the mosteffective sensor for bridging the gap between the nakedeye and the external world. It is truethat radar has tactical limitations,such as its vulnerability to jammingand its overt radiation characteris-tics, but no other sensor has beenable to provide the breadth of capa-bilities as has radar. However, greatprogress has been made in the devel-opment of other sensors such asForward Looking Infrared (FLIR),Low Light Level Television(LLLTV), and Night Vision Goggles(NVG). Unfortunately, as effectiveas these other sensors have becomefor specialized applications, they stillcannot do what radar does becausethey all possess some significant all-weather limitations. Radar has con-

tinued to expand and improve its capabilities throughthe infusion of digital technology.

In order to capitalize on the current radar technolo-gy and enhance overall Hercules mission effectiveness,Lockheed Martin and Westinghouse jointly took on thetask of developing a digital, low power, multimodecolor radar for the C-130. The requirements for the newradar were tough, but achieving the goals would resultin a big payoff to the end user. Lockheed Martin taskedWestinghouse to develop a radar that possessed manyinnovative characteristics, including those shown in thebox at the bottom of the page.

As a pilot who conducted all the Lockheed Martinflight tests on the new radar, I can per-

sonally testify that Westinghousewas able to accomplish every taskasked of them in record time, andthey have produced an absolutelysuperior product. When combinedwith the Head Down Display on theC-130J or the liquid crystal displayon the C-130H, crews flying thisnew radar will take a back seat to noone. Not only was the new radardesigned to be retrofittable, it wasalso developed with growth capabil-ity in mind. Using the modularbuilding block approach, there isroom for insertion of added capabil-ity. The first C-130 to receive thenew radar from the factory was

3Lockheed Martin SERVICE NEWS V26N1

byLyle H. Schaefer,Chief Experimental Test Pilot

Low

Power

Color

Radar

Low

Power

Color

Radar

Required Features of LPCR

An order of magnitude more reliable than the former C-130 tactical radars

Achieve the required performance but still pose no hazard to ground personnel in

the vicinity of the radome

Be fully integrated with the aircraft navigation system

Include a number of different operating modes - some so innovative that they had never before seen tactical applications on

a military airplane

Have complete end-to-end Built-In-Test capability

Table of Contents Previous Next Page

Serial Number 5310, a fiscal year 1992 C-130H air-craft. Later C-130H aircraft introduced a Traffic Alertand Collision Avoidance (TCAS) overlay capabilityintegrated with the Mode S IFF. The radar was alsointegrated into the C-130J.

So what does the Low Power Color Radar (LPCR)do for Hercules crews? Known initially only as theLPCR, it received the designation of the AN/APN-241when it was officially installed in the first militaryC-130H. First of all, this is truly a multimode radar,possessing both tactical and air navigation modes withmany user specified features that make it particularlyfunctional for the varied missions of the Hercules. Asstated earlier, Lockheed Martin began installing theAN/APN-241 on the Hercules aircraft with SerialNumber 5310. The basic radar installation on theC-130H and the C-130J is the same, however, the userinterface is vastly different, both for the pilots and forthe maintainers. In the following paragraphs, themodes of operation and display functions will be dis-cussed as they are implemented on the C-130H. Theradar modes are common to the C-130H and theC-130J, although the display implementation and infor-mation is quite different in some areas, particularly

Station Keeping Equipment (SKE) and Flight Plan.Next, items unique to the different installations will bediscussed including user interfaces. Finally, informa-tion concerning retrofit kits will be presented.

The features of the radar can best be described byhow they are utilized by the air crew. There are sevendifferent modes as well as three display functions called“overlays.” The modes are Map (3), Weather,Windshear, Beacon, and Skin Paint. The display func-tions are Flight Plan, Station Keeping Equipment, andTCAS.

Map. There are three different ground mapping modes:monopulse ground mapping (MGM), doppler beamsharpening (DBS), and real beam ground map(RBGM). MGM uses monopulse processing toimprove mapping resolution in azimuth. The DBSmode uses doppler processing to generate a map withsignificantly better azimuth resolution than MGM. TheRBGM is provided during degraded operations whenincomplete stabilization data is being received in theradar from the Inertial Navigation Unit (INU) or theEmbedded Global Positioning System/InertialNavigation System (EGI). In this mode the radar dis-

plays slant range rather than the normal groundrange and the format is not roll stabilized. The mappicture generated by this technique is eye-wateringin its depiction of the objects on the ground. Thefidelity of the picture rivals that of a FLIR pictureand provides the operator the ability to discriminatethe most difficult of targets or ground features. Thismode is a tremendous asset in making all weather airdrops, conducting self-guided radar approaches, orduring low-level navigation. An example of theexceptional clarity afforded in the Map mode isshown in the photograph to the left. Provisions existfor the aircraft navagation system position to beupdated from a known radar position using the cur-sor mode. The latitude and longitude of the cursorposition is displayed, which allows correlation of theradar target highlighted by the cursor.

Weather. The weather mode of the radar rivals thebest dedicated weather radars on the market today.It measures reflectivity of weather in several dimen-sions and displays it in a multicolor planned positionindicator (PPI) format to the pilots. The color variesfrom black at <1 millimeter per hour (mm/hr) of rainto magenta for a rain rate of >50 mm/hr. Areas ofturbulence are measured out to a range of 50 nauti-cal miles and are indicated by flashing white filledarea in the turbulence region. The weather modecompensates for areas of measured intervening pre-


The runways of Dobbins Air Reserve Base as viewedthrough a C-130J Head Down Display Format, expand-ed four times.


cipitation that are equal to or less than 25 mm/hr byindicating those areas that are masked in blue.

Windshear. This is a proactive windshear alertingmode and the C-130H was the first military productionairplane to incorporate this unique new technology.This is a coherent pulse doppler mode designed todetect the presence of low level microburst windshearin the take-off and landing environments. This radar iscapable of measuring the particulate motions in the air,even if rain is not present. The elevation angle of thelower scan bar is positioned as a function of altitude sothat it scans just above the terrain to measure the hori-zontal winds ahead of the aircraft. The upper scan barlooks up approximately 5 degrees to eliminate mainbeam clutter. The radar calculates the returns from thetwo bars to determine vertical and horizontal winds-hears to several thresholds. Alternate scans of the radarmeasure the weather and combine it with the windshearpicture. The windshear mode displays an offset PPIsector plus and minus 30 degrees from the heading outto a maximum range of 10 miles. There are three lev-els of windshear generated and each has a differenticon.

This method of detecting windshear provides theaircrew with the advance warning of actual windshearby depicting its location relative to the aircraft andallowing the crew to take evasive action prior to actual-ly entering the windshear. The first generation winds-hear alert systems waited until the aircraft had actuallyencountered a windshear and relied on a differentialrate of velocity change between the inertial measure-ment platform and the air data system to detect a wind-shear encounter. By this time it is often too late to takeany evasive action, andthe only recourse apilot has is to initiatepreplanned windshearrecovery procedures.In many cases, thisevasive action is notsoon enough to avoidthe devastating effectsof the windshear andhas resulted in severalairplane crashes onboth landings and take-offs. This new winds-hear mode of the radarhas finally provided aneffective means ofdetecting and avoidingone of the most haz-

ardous conditions that an airplane can encounter in thelanding or take-off environment. On-board, proactivewindshear detection provides the crews of the C-130the means to detect and avoid one of the last undetect-ed hazards aircraft encounter at low level in an allweather environment. The C-130 is leading the tech-nology train in this field and in so doing is providing theaircrews a new level of safety heretofore unavailable.

Beacon. The Beacon mode provides the capability tointerrogate and display responses from either an air-borne or ground beacon up to 40 nautical miles. Whenthis mode is selected, the radar defaults to a pencilbeam and zero tilt, allowing the operator to adjust thetilt to the beacon of interest or select fan beam for bet-ter detection of ground beacons. The beacon is dis-played as arcs and can be a stand alone display or canbe overlayed on either Map, Weather, or Skin Paint.

Skin Paint. This mode is designed to provide the air-crew with information on airborne targets at or near thesame altitude at ranges up to 20 nautical miles and with-in 60 degrees left and right of the nose. It uses a mod-ern coherent pulse doppler mode using a clutter notch toreject main beam clutter and moving ground targets thatcould be detected in a look down scenario. The targetsthat pass a specified threshold are displayed in mono-chrome in an offset PPI format as a small square (filled)with a vector emanating from the edge of the box. Thesize of the box is proportional to the radar cross sectionarea of the target and the vector represents the velocitythe target is moving relative to the airplane. The pilotcan adjust the gain to change the threshold of displayedtargets, providing a declutter method in a dense targetenvironment. Adjusting the tilt is another way of pick-


The C-130J Head Down Displays of the Digital Moving Map presentation on theleft and the Centered Format Nav/Radar Display on the right with Flight Plan,Airports, Nav Aids, Radar Warning Receiver, and Tactical Plot overlays.


ing out targets at different altitudes or eliminating tar-gets slightly above or below the airplane. This modeprovides a tremendous assistance to the crew in spot-ting potential airborne traffic conflicts and will be valu-able in multiplane tactical formations. Combined withTCAS, it provides the pilot with a complete situationalawareness of all traffic within the range of both sys-tems.

AN/APN-241 Display Functions

Flight Plan. This display function allows navigationwaypoints from the aircraft navigation system, connect-ed by line segments, to be overlayed on any radar pre-sentation. Other symbols from the aircraft navigationsystem are also displayed, but not connected. Thisinformation is defaulted to dim when the system isturned on; the pilot brings it into view by selectingFlight Plan and increasing its intensity. The flight plancorresponds to the radar range scale and allows the pilotto view close range or total flight plan, comparing theintended course to weather or terrain features depictedby the radar. The Flight Plan display function is notselectable in either the Station Keeping or TCAS dis-plays in aircraft prior to the C-130J.

Station Keeping Equipment (SKE). This display func-tion allows data from the AN/APN-169C SKE systemto be depicted on any operator’s radar display. By inte-grating this mode with the radar display, the bulky ded-icated SKE display is eliminated. The symbols forleader airplane, other airplanes, zone marker locations,and proximity strobe are provided. SKE messages andwarnings are sent to the displays via a digital bus,along with range and bearing information from otherSKE-equipped aircraft in the formation. The pilot canselect range and display orientation to optimize the dis-play format based on the aircraft’s position in the for-mation (centered, offset up, or offset down). On C-

130H installations, the navigator monitors the SKE for-mation in the PPI mode only, and cannot change thepilot selected parameters.

Traffic Alert and Collision Avoidance System (TCAS).This display function allows data from the Mode S/IFFTCAS system to be displayed on the radar display.TCAS symbols cannot be overlayed on the SKE dis-play, but the pilot and copilot can select either indepen-dently, allowing the cockpit to monitor both systemssimultaneously. The standard TCAS symbols are dis-played in a horizontal format depicting NonthreatTraffic, Proximity Traffic, Traffic Advisory, andResolution Advisory. Relative altitude and verticaltrend numerics are displayed on the integrated rate ofclimb instrument or primary flight display (C-130J), sothat TCAS information is available continuouslywhether or not it is displayed on the radar scope/HeadDown Display.

Other Features

On the C-130J installation, the LPCR is designed to beoperated entirely by the pilot and copilot. On theC-130H installations, it is designed to be operated by athree person crew, although most of the functions need-ed for use by the pilot can be operated without a navi-gator; the pilot can display the information on the nav-igator’s screen by simply selecting “Slave” on the con-troller. The radar is capable of displaying informationfrom different modes on different displays through aprocess known as interleaving. During interleaving, theradar operates in different modes on alternating scans.For example, one display may be set to ground mapmode while another display is operating in weathermode. Older C-130H installations typically have onedisplay for the pilots and another for the navigator.Fiscal year 1992 and later C-130H installations haveseparate displays for the pilot and copilot. On the C-

130J, the radar does not havea dedicated display. Instead,it can be displayed in any ofthe Head Down Displays(HDD), which gives thepilots a tremendous amountof versatility.

The common cursorcapability of the C-130J addsa dimension to the capabilityof the AN/APN-241 radarthat integrates it into theGPS-based navigation sys-tem and moving map displayunique to the C-130J. The


The AN/APN-241 Pilot Display (Center of Windscreen) in a C-130H aircraft.


cursor can be operated in three differentmodes: Manual, Ground, and Computer.The bearing and distance to the location ofthe cursor from the aircraft as well as itslatitude and longitude are displayed con-tinuously at the bottom of the NAV display.In the Manual cursor mode, the cursorremains at a fixed bearing and distancefrom the aircraft. In the Ground cursormode, the cursor is stabilized at a fixedposition on the ground. Combined withthe accuracy of the GPS navigation sys-tem, this mode provides an extremely sta-ble location on the radar and correlates to acorresponding position of the cursor on themoving map display. This is a very usefulmode tactically for making a correlation betweenknown map locations and radar returns and vice versa.Finally, the Computer cursor mode allows the pilot toenter into the Mission Computer the latitude and longi-tude of a known target and slew the cursor to that posi-tion. The pilot can also use the identifier of a knownposition in the Navigation database to slew the cursor toa position. A symbol is also generated on the Head UpDisplay (HUD) to show the location of the cursor, sothat the pilot can either slew the cursor symbol to avisual target or use the cursor symbol to mark a visualtarget of interest. A slew control for the cursor is locat-ed on the pilot’s yoke and on the center console mount-ed cursor control panel. From the same panel the radarranges can be changed and the picture automaticallyzoomed into a 2x or 4x sector mode with a single pushof a rocker switch. When combined with a cursor loca-tion, this provides rapid amplification and correlation oftarget location. These cursor modes will enhance thetactical utilization of both the radar and the moving mapdisplays.

Maintainer Interface

C-130H Installations. The AN/APN-241 consists ofone receiver/transmitter processor (RTP), one RTPmount, one or two pilot indicators with controls, onepilot control panel, one navigator indicator, one naviga-tor control panel, and one antenna. On the C-130Hinstallations, the primary maintainer interface with theradar is through the Built-In-Test (BIT) capability thatis accessible through the control panel. Once the testbutton is depressed on either the pilot’s or navigator’scontrol panel, the radar initiates a BIT sequence. At theconclusion of the test, the radar will then display anyfaults found as a code on the display (for example, thefault code “S16” may be displayed). The code that isdisplayed will correlate to a table in the appropriate

technical manual, which will then give detailed trou-bleshooting and repair instructions. One operator ofHC-130(H)N aircraft that utilizes the AN/APN-241radar commented that the BIT feature of the radar isvery reliable. They had to become accustomed to theradar’s BIT pointing out the faulty part right from thestart.

C-130J Installations. On the C-130J, the radar consistsof one RTP, one RTP mount, and one antenna. Anytimea BIT detects a fault in the system, a message is dis-played on the Advisory, Caution, and Warning System(ACAWS). The message given to the crew on theACAWS if a fault is detected will be either “RadarDegraded”, “Radar Failed”, or “Radar Overheat.”During each flight, the Mission Computer records all ofthe pertinent maintenance information on one of theRemovable Memory Modules (RMM), which is locat-ed in the Dual Slot Data Transfer System (DSDTS).The information recorded on the RMMs includes themaintenance log, ACAWS messages, and the fault log.A great deal more information is stored on the RMMthan is available to the pilots during the flight. At theconclusion of the flight, the RMM can be removed fromthe DSDTS and loaded into the Ground MaintenanceSystem (GMS). The maintenance technicians can thenuse the GMS to translate the raw data on the RMM intousable information. The GMS also gives detailedinstructions on how to troubleshoot and repair anyproblems that are present. The primary interfacebetween the maintainer and the radar is the PortableMaintenance Aid (PMA), which can be used to run testsand otherwise troubleshoot the system.

Retrofit Kits

Lockheed Martin has installed the AN/APN-241 radaras a retrofit kit on twenty-one aircraft comprised of


The AN/APN-241 Navigator Display in a C-130H aircraft.


three different versions of the Hercules. USAF TimeCompliance Technical Orders (TCTO) 1C-130H-548and 1-C130-1545 contain all of the installation infor-mation applicable to these three versions; minor differ-ences exist between different models. All of the retro-fits accomplished thus far have included the ElectronicFlight Instrumentation System (EFIS) upgrade in addi-tion to the AN/APN-241, although the EFIS upgrade isnot required for the AN/APN-241 installation.

The typical working time for the upgrade installa-tion is ten days for a combination radar/EFIS upgradeor five days for the radar alone. All of the work can beaccomplished on-site at the customer’s facility.Lockheed Martin is able to complete the installationsquickly for several different reasons. First, as the orig-inal equipment manufacturer (OEM), we have all of thehistorical data necessary to properly integrate new sys-tems into a customer’s aircraft. Our knowledge allowsus to minimize installation time and avoid many of thepotential problems associated with new system integra-tion. Second, Lockheed Martin has developed specificinstallation tooling, including radar boresight align-

ment, that makes the job possible. Because of our back-ground and through our experience we have been ableto refine techniques and tooling to finish the job in aminimum amount of time.

In addition to installing the LPCR kit, LockheedMartin can also provide aircrew and ground crew train-ing on the operation and maintenance and provide on-site technical assistance in support of the LPCR.

For more information concerning retrofit kits,please contact Mr. Steve Widner at telephone: 770-494-4214, facsimile: 770-494-7657, or the followingaddress:

Lockheed Martin Aeronautical Systems86 South Cobb DriveDept. 61-11, Zone 0577Marietta, GA 30063 USAAttention: S.G. Widner

E-mail: [email protected] ❏


Hercules Operators Conference Working Group Summaries

Hercules Operators Conference Working Group Summaries

At the 1998 Hercules Operators Conference, a total of four Working Groups met and discussed various subjects.Summaries of those Working Groups are presented here for the benefit of those who were not able to attend.

Corrosion Working Group

Co-Chairmen:Chris Westbrook - Warner Robins Air Logistic CenterBob Norstebon - U.S. Coast GuardScott Jones - Lockheed Martin

• Bob Norstebon opened the working group with com-plimentary words for the C-130. Chris Westbrook thengave a briefing about the T.O. 1C-130-23 updateswhich include the following:

1. Inclusion of C-130 Belly Tape. A Form 252 has been submitted and will be passed out at the forth-coming Corrosion Prevention Advisory Board at Warner Robins Air Logistic Center (WR-ALC). Thisincludes inspection, repair, and removal and will be inSection 5, Chapter 3.

2. Modular Airborne Fire Fighting System (MAFFS).This will include paints for the interiors of fire fight-ing aircraft, bird patch information, and fastener sub-stitution in Section 6, Chapter 3.

• David Wade and Ken Ross of Chem-Tech gave abriefing on chemical cleaning of avionics equipment.T.O. 1-1-689 (USAF) and NAVAIR 161-689 (U.S.Navy) provide for corrosion protection for unitsexposed to salt water environment. Chem-Tech has aprocess to clean these units.

• In another brief, Gerald Mojet of Munters discusseddry air protection and its benefits within the aircraftfield.

Open Items

• The cargo auxiliary vent valves were discussed in thatmoisture was leading to corrosion. A suggestion wasmade to cycle the valve after each flight.

• Discussion was held concerning cadmium plate elim-ination. Efforts are underway to change the base mate-rial. Drawing changes are forthcoming.

• SMP 515B - several items were briefed concerningforthcoming material changes, finish changes, and a


Qualified Parts List (QPL) for Corrosion PreventionCompounds (CPCs).

• The U.S. Coast Guard presented a briefing on prob-lems they have had with corrosion on fuselage skinunder the air conditioning scoops.

• Members of the Working Group discussed the prob-lem of corrosion in the areas under the exhaust heatshields (breadpans) behind the engine exhausts. Thesonic dampening material (foam) can become saturatedwith water and cause corrosion. Marshall Aerospacestated that they are using a new foam with film cover-ing as well as paint on the surface of the wing planks.Scott Jones briefed the group on a suggestion to alodineand paint the area with gloss paint as well as use thenew foam. The purpose of the foam is to provide sonicdampening to prevent cracking of the fairing.

• Other discussions dealt with corrosion in the wheel-wells. Proposed changes include white polyurethanepaints for baseline aircraft and new materials. New,more corrosion resistant aluminum extrusions are beingused for MLG side panels.

Structural Integrity Working Group

Co-Chairmen:Ray Waldbusser - Warner Robins Air Logistic CenterLt. Commander Pat Dwyer - U.S. Coast GuardRon Birdseye - Lockheed Martin

• Ron Birdseye presented a briefing concerning struc-tural integrity initiatives being studied by the U.S. AirForce and Lockheed Martin. Ron asked the membersof the Working Group to provide specific items to bediscussed. These items included the following:

1. Specific cracking associated with airdrop opera-tions reported by one operator. A poll was conductedthat revealed no other units were experiencing prob-lems and no specific reports were discussed. The itemwas considered an isolated case.

2. A question was asked concerning increased life as a function of reduced fuselage pressure. It was statedthat pressure is a dominant load source for the C-130fuselage. Baseline pressure differential is 7.5 poundsper square inch gauge (PSIG). Mission length is not a factor, but cycles are the primary concern. Commercial operators routinely operate at reduced fuselage pressure to increase life.

3. Ole Nicolaisen presented a short briefing on a

“Nasty Crack.” The incident occurred on Serial Number 4599 between FS 477 and 517. The crack was identified as stress corrosion cracking. The brief-ing was for information purposes so other operators would be aware of the potential.

4. One member of the Working Group asked if there was a replacement or preferred spare for the center wing rainbow fitting. Ron Birdseye stated that there was no replacement and that the present fitting is stillmanufactured from 7075-T6 material. Ron also stat-ed, however, that this, as well as the sloping longeron,was being reviewed for a possible material change inthe future.

• SPAR Aviation briefed the group on the structuralintegrity initiatives in support of the Canadian ForcesCC-130 fleet. Allan McRay presented the followingtopics: Data Analysis System (DAS), CC-130DART/DAM, CC-130 Center Wing SLEP, and AircraftSampling Inspections (ASI).

• Ray Waldbusser of WR-ALC gave a status briefing ofthe C-130 Fuselage Durability Study and discussed thefuture of the program.

• A question was voiced from the floor concerningLockheed Martin’s position on composite repairs. RonBirdseye replied that the subject was still beingreviewed.

• Another question was voiced from the floor concern-ing OWS 93 cracks. The Royal Air Force has experi-enced several of these. SPAR stated that no cracks havebeen reported throughout Canada’s fleet.

Propulsion Working Group

Co-Chairmen:ADC Bart McGuire - U.S. Coast GuardSteve Ludeman - Hamilton StandardBill Mitchell - Lockheed Martin

• Bill Mitchell welcomed everyone and introducedLeon Smith of Rolls Royce/Allison who gave a briefingon some of the differences between the T56 and AE2100D3 engines. Specifically, Mr. Smith outlined theease of maintenance/maintainability of the AE 2100D3and the significant increase in thrust from 38,000pounds on the T56 to 52,000 on the AE 2100D3.

• Lt. Devriendt of the Belgian Air Force asked aboutreplacement criteria for engines that are producing lessthan 95% rated power. Scott Baier of Rolls

9Lockheed Martin SERVICE NEWS V26N1 Table of Contents Previous Next Page

Royce/Allison gave guidelines for this condition andstated that engine wear was indicated anytime perfor-mance dropped below 95%.

• SMSgt. Randall of the U.S. Air Force SpecialOperations Command asked about the NT2000Propeller program status. Steve Ludeman of HamiltonStandard responded with a short briefing that includedthe following about the new propeller:

Utilizes existing controls.The valve housing is removed and replaced by an electronically controlled one.The synchrophaser function is built into the control.

A show of hands of those who are interested in theNT2000 propeller proved to be positive.

• The Belgian Air Force asked for information aboutmixed configuration of valve housings. The U.S.Federal Aviation Administration AirworthinessDirective (AD) for commercial aircraft called fordemodification from servo to standard governors on theoutboard engines. Vmcg was also discussed.

• Representative of the Romanian Air Force brought upthe subject of starters and interchangeability withstarter control valves. Lockheed Martin representativesstated that the starters and control valves should bematched pairs.

• The U.S. Coast Guard asked about testing of theFADEC on the AE 2100D3 engine as it relates to elec-tromagnetic interference (EMI) effects. Scott Baier ofRolls Royce/Allison responded that the same FADEC isused on the V-22 Osprey and had been subjected toextensive EMI testing as part of that program.

• A discussion concerning compressor washing wasbrought before the floor. It was stated that concernsover the U.S. Environmental Protection Agency (EPA)rules precluded some operators from compressor wash-ing due to cadmium discharge. SMSgt. Randall ofKirtland Air Force Base stated that compressor washesare not authorized at Kirtland for that reason.

• A question concerning oil venting during flight wasasked. The oil tank and vent valve had been replacedon a Romanian Air Force Hercules trying to correct theproblem. Scott Baier of Rolls Royce/Allison stated thata commercial service letter (CSL) had been issued con-cerning aging engines and recurring oil venting. TheCSL recommended oil system checkout and identified acheckout kit for the rear scavenge pump and associated

parts.

• CMSgt. Mike Christiana of the New York AirNational Guard discussed engine bogdowns associatedwith oil cooler augmentation modifications. LockheedMartin reported that the problem was being studied andrecommendations would be provided as soon as possi-ble.

• Rolls Royce/Allison reported that a Service Bulletinwas being prepared for turbine wheels and spacers.

Avionics Working Group

Co-Chairmen:CWO Brad Smith - U.S. Coast GuardLarry Arnold - Lockheed MartinBill MacInnis - Lockheed Martin

• Because of limited time in other sessions, CASA gavea presentation concerning the Spanish Air ForceAvionics Modernization Program. The system is amodification compatible with the 1553 data bus. It hasbuilt-in test capability and backup systems, and a selfprotection system. The Spanish Air Force opted toretain the navigator in their upgraded aircraft.

• A question was asked from the floor as to LockheedMartin’s plans to offer avionics upgrades. BillMacInnis stated that the answer is an emphatic YES.He also stated that any upgrade system must be suitableto the customers’ needs and that the Airlift DerivativesGroup of Lockheed Martin is ready to discuss the pro-gram with any potential customers.

• Representatives from the Royal Australian Air Forcediscussed external power voltage protection. It wasstated that the U.S. Navy/Marines have installed a mon-itoring system for the voltage/frequency protectionusing off-the-shelf components.

• The U.S. Coast Guard discussed wiring crimp typesplices in their 1500 series aircraft. They stated that thewiring had been replaced in the outer wings of these air-craft.

• Ray Waldbusser of Warner Robins Air Logistic Centerasked whether there was a Global Air TrafficManagement (GATM) kit for the C-130J. Larry Arnoldstated that Lockheed Martin is currently working withthe U.S. Air Force to define requirements. The processis therefore ongoing to define exactly what is neededfor the kits, which will be offered at a later date. ❏

10Lockheed Martin SERVICE NEWS V26N1 Table of Contents Previous Next Page

The new C-130J Hercules incorporates a digital,computer controlled, simplified fuel system.This design enables the aircraft to be refueled

and defueled with only one main fuel manifold. Fueltransfer and dump functions are also simplified by thisdesign. The design has eliminated sixteen motor drivenvalves and the single point refueling (SPR) controls(see photo above). The majority of the fuel system con-trols and all indications are located on the Fuel Control

Panel, with additional controls located on the AuxiliaryPower Unit (APU) Panel and the Engine Start and FireControl Panel. All control signals are routed throughthe MIL-STD-1553B data bus to be processed by theMission Computer. The Mission Computer commandsan electronic unit called the Fuel ManagementController (FMC) as shown in Figure 1. The FMC,which is located in the overhead equipment rack, con-trols the entire C-130J fuel system by opening or clos-

ing valves, turning pumps on and off,monitoring the system, and convertingdiscrete signals to be routed back to theMission Computer.

Controls

The majority of the system’s controlsare on the Fuel Control Panel, shown inFigure 2. Left and right dump switch-es open or close the dump valves,depending on the weight-on-wheelsinformation. The Fuel Level ControlValve (FLCV) Test switch initiates acheck on the primary and secondarysolenoids of the FLCVs. The SPRvalve has three positions:

Drain. This position enables the SPRmanifold to be drained by turning onthe refuel and drain transfer pump,opening up the SPR valve, cross shipseparation valve(s), and the refuel drainshutoff valve.

Closed. This position closes the SPR

byDavid R. RamosField Service Representative


byDavid R. RamosField Service Representative

The C-130JFuelSystem andTestEquipment

The C-130JFuelSystem andTestEquipment

Figure 1. Fuel Management Controller


valve.

Open. This position opens the SPR valve connect-ing the SPR valve to the cross ship manifold. The crossship separation switch isolates the left and right crossship manifold in the closed (vertical) position.

The transfer switch, which is a three positionswitch, turns on the transfer pump when placed in theFROM position, turns off the transfer pump and deen-ergizes the FLCV to close in the OFF position, andenergizes the FLCV in the TO position. The EngineCrossfeed switch allows the respective engine to besupplied fuel from any fuel tank. The Tank Selectswitch allows the selection of individual tanks or alltanks for automatic refuel or defuel operation. TheQuantity Select knob allows the operator to schedule aspecific fuel load for each tank during refueling or defu-eling.

The Engine Start and Fire Control Panel, shown inFigure 3, has additional controls for the fuel system: theEngine Start switches control the fuel boost pumps inthe respective fuel tanks. The MOTOR/STOP positiondeenergizes the main tank fuel pump. In theSTART/RUN posi-tion, the main tankfuel pumps are ener-gized. The fire han-dles open or closethe fuel shutoff valvefor their respectiveengines: when thefire handle is pulled,the engine fuel shut-off valve is closed;when the fire handleis pushed, the valveis opened. TheAuxiliary Power

Unit Panel controls the fuel needed to run the APU.The APU control switch closes the APU fuel shutoffvalve in the STOP position and opens the valve in theSTART/RUN position. As with the engine fire handle,the APU fire handle closes the fuel shutoff valve whenpulled and opens the valve when pushed.

Indication

Fuel quantity and pressure are indicated on the FuelControl Panel, with additional quantity indicationsavailable on the aircraft systems status page. The indi-cating system is comprised of the following compo-nents: capacitance type tank units, fuel density com-pensators, fuel quantity displays, and the FuelManagement Controller (FMC). As in earlier Herculesmodels, fuel quantity can be determined using dipstickson the main tanks and a magnetic sight gauge for theauxiliary tanks.

The fuel quantity probes and compensators in alltanks are connected to the FMC. The capacitance sig-nal received by the FMC is converted into data wordsand sent to the Mission Computer via the data bus, andthen sent to the fuel quantity indicators. The indicators

located on the fuelcontrol panel aremonochrome, elec-tro-optical displaysfor each tank. Thesedisplays are dividedinto upper and lowersections. The lowersection indicates theactual amount of fuelin the tank to thenearest five kilo-grams (or pounds,depending on cus-tomer preferences).


Figure 2. Fuel Control Panel located on the overhead console.

Figure 3. Engine Start and Fire Control Panel.


The upper section indicates the set amount of fuel to thenearest ten kilograms (or pounds) when using the auto-matic refuel or defuel function. If there is invalid dataor off scale data, the displays indicate dashes. As in theearlier models of the Hercules, the tank probes are dis-tributed throughout the tank to provide maximum accu-racy.

The fuel pressure indicator is located on the FuelControl Panel and the pressure sensing transducer is inthe number three dry bay. The transducer senses pres-sure from 0 - 120 pounds per square inch (psi) on theright side of the cross ship manifold. To sense pressurefrom the left side, the cross ship separation valve mustbe placed in the OPEN (horizontal) position.

Distribution and Storage

The plumbing, pumps, and valves for supplyingfuel to the engines are included in the distribution sys-tem. Design of the distribution system permits singlepoint refueling and defueling, crossfeed from any tankto any engine, and transfer from any tank to any othertank with only one main manifold (the refuel/defuel,crossfeed, and dump manifolds have been combinedinto one manifold). Standard aircraft refueling can beaccomplished from the Fuel Control Panel by openingthe SPR switch, which connects the SPR manifold tothe cross ship manifold, opening the cross ship separa-tion valve to connect the right to left cross ship mani-fold, and placing the desired tank transfer switch in theTO position. Transferring of fuel is also straightfor-ward. Simply position the switch for the tank fromwhich fuel is to be transferred in the FROM positionand switch for the tank to which the fuel is be trans-ferred in the TO position.

As in earlier Hercules models, the C-130J’s mainfuel supply is carried in four main tanks and two auxil-iary tanks. With its fuel management and fuel efficientpropulsion system, the C-130J can fly farther than anyother Hercules with external tanks, using only the fuelin the main and auxiliary tanks (for example: C-130E:2,490 nautical miles; C-130J: 3,150 nautical miles).The C-130J fuel system also includes provisions for theaddition of external fuel tanks and in-flight refuelingcomponents for unlimited range.

Maintenance

A new Fuel Quantity Adapter Test Set (ES125111-1), shown in Figure 4, was produced for the C-130J.The Adapter Test Set enables the GTF-6 or equivalentto test aircraft tank unit compensator capacitance, indi-vidual probe capacitance and resistance, and fuel quan-tity harness capacitance and resistance. Calibration ofthe fuel quantity system can be accomplished with thePortable Maintenance Aid (PMA), which is standardaircraft equipment. This rugged laptop computer canperform maintenance diagnostics of all aircraft systemsincluding the fuel system. Calibration of the fuel quan-tity indicating system using the PMA is accomplishedthrough the Mission Computer and the FMC.

The C-130J fuel system is a well-designed userfriendly improvement for the operator and maintainer.This design will significantly reduce maintenance man-hour per flight hour, while improving the efficient per-formance of the aircraft. ❏


Figure 4. Fuel Quantity Adapter Test Set.


The United States Coast Guard operates a fleet ofthirty HC-130H long range search aircraft. Tenof the aircraft were originally delivered with T-

56A-7B engines while the remaining twenty weredelivered with the newer T-56A-15 engines. Shortlyafter one of the HC-130H aircraft experienced anuncontained engine failure over Guam in 1993, theCoast Guard began investigating the possibility ofupgrading all of the -7 engines to the newer -15 config-uration. In addition to a history of turbine failures, the-7 engines have become increasingly difficult to sup-port for the Coast Guard due to the engine no longerbeing in production.

Several different approaches to the engine conver-sion were investigated including obtaining quotes fromcivilian repair facilities, which were dismissed due tothe high cost ($750,000 - $900,000 USD per engine).Another option considered was to identify componentscommon to both engines and only replace those that arenot interchangeable. This approach was actually car-ried through to completion on one engine by orderingall of the necessary parts through the Federal SupplySystem (FSS). Full implementation of this approach onall ten aircraft was abandoned, however, due to the FSSbeing unable to provide the necessary quantities of theparts. However, the Coast Guard obtained valuableexperience on this one conversion that reinforced theidea that the conversion could be successfully complet-ed. The FSS quantity limitations also precluded theconversions from being accomplished during overhaulat Kelly Air Force Base.

After a search, the Coast Guard found a T-56engine conversion kit available commercially throughAllison Engine Company. A problem existed with the

kit, however. It was designed to provide a completeupgrade of not only the engine, but also the reductiongearbox and torquemeter assemblies. The Coast Guardhad previously upgraded all T-56 reduction gearboxesto the newer A-15 configuration in the 1970s, and thecompressor assembly upgrade began in 1991. This leftonly the combustion section, turbine module, and fuelcontrol to be upgraded. Through negotiations withAllison, the kit was tailored to meet the Coast Guard’sspecific requirements including removal from the kit of


U.S. Coast Guard HC-130 Engine Conversion

byCWO3 Alan J. LarkinARSC Elizabeth City, NC

Mr. John Spencer, ARSC Engine Shop, installscombustion linear crossover tube clamps.

Photograph byEdward W. Huntingdon


the following items: reduction gearbox, torquemeter,compressor, and all turbine and combustion compo-nents found to be inter-changeable with the A-7B engine. To ensure thecompleteness of the kit,all consumables, includ-ing gaskets and miscella-neous hardware, wereincluded.

Through theseefforts, the final kit costwas trimmed by approxi-mately one half. Due tothe numerous benefitsassociated with the mod-ification, the project wasapproved and a contractawarded to AllisonEngine Company for thekits.

Benefits that will berealized with the upgrad-

ed engines are are shown in the accompanying illustra-tion.

The prototypeupgrade using theAllison provided kit wasaccomplished at theCoast Guard AircraftRepair and SupplyCenter at Elizabeth City,North Carolina. It wentexceptionally smoothlyand required only minorkit modification. Todate, five aircraft fromCoast Guard Air StationSacramento have beenmodified. The other fiveaircraft from CoastGuard Air StationKodiak are scheduled tobe modified within thenext year. ❏


From left to right, Mr. Richard Harmon (Allison Engine Company), CWO2 Luis Segovia (Project Manager), CWO3 Alan Larkin (ProjectOriginator), Mr. Kenneth Bly (Project Item Manager), Mr. Thurl Pursell and Mr. John Spencer (both of ARSC Engine Shop).

Photograph byEdward W. Huntingdon

Benefits of Upgraded Engines

Enhanced short field and hot day take-off capabilities

Improved safety margins

Substantial reductions in inventory for spare engines, parts, and special tooling ($17 million USD in savings)

Complete interchangeability of all engine components and support equipment throughout the fleet

Decreased fuel consumption

Increased available power (20%), which allows higher cruise altitudes or increased cargo capacity

Substantially improved engine reliability while reducing inspection requirements

Publication simplification


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

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