C-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME I GENERAL AIRCRAFT ‘This document shall not be reproduced nor shall the information contained therein be used by or disclosed to others except as expressly authorized by Lockheed ‘Aeronautical Systems Company (Marietta, Georgia), a Division of Lockheed Corporation. This document is for informational purposes only and is not to be construed as authority for making changes on aircraft or equipment or as superseding any established operational or maintenance procedure or policies. Use of information in this document shall neither imply nor attach any warranty obligation and/or liability to Lockheed. This training manual should not be used in any way as a technical reference for inspections, or operational and maintenance procedures. ‘August 1993 Customer Training Systems Department Lockheed Aeronautical Systems Company - Georgia ‘A Division of Lockheed Corporation Copyright Lockheed Corporation 1993CHAPTER 1. CHAPTER 2. CHAPTER 3. CHAPTER 4. C-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME | GENERAL AIRCRAFT TABLE OF CONTENTS INTRODUCTION TO THE HERCULES GENERAL DESCRIPTION ACCESS PANELS, DOORS, AND HATCHES GROUND HANDLING AND SERVICING INTRODUCTION TOWING PARKING AND MOORING JACKING AND LEVELING SPECIAL GROUND HANDLING EQUIPMENT SERVICING DANGER AREAS AIRCRAFT ELECTRICAL GENERAL DESCRIPTION AC POWER DC POWER SYSTEM CONTROL LIGHTING FUEL SYSTEM GENERAL DESCRIPTION FUEL TANKS VENT SYSTEM PLUMBING PAGE Ll 1-6 211 33 35 37 38 45 49 49C-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME I GENERAL AIRCRAFT TABLE OF CONTENTS PAGE CHAPTER 4. FUEL SYSTEM (CONT’D) INDICATING SYSTEMS 4-11 CHAPTER 5. POWER PLANT GENERAL DESCRIPTION Sl PRINCIPAL COMPONENTS Sl CONTROL SYSTEM 5-4 PROPELLER 5-7 WARNING SYSTEMS 5-7 AUXILIARY POWER UNIT 59 FIRE EXTINGUISHING SYSTEM Sell CHAPTER 6. HYDRAULIC SYSTEMS POWER SYSTEMS 61 FLIGHT CONTROLS 63 LANDING GEAR SYSTEM 68 CHAPTER 7. PNEUMATIC SYSTEMS INTRODUCTION Tl BLEED AIR SYSTEM Tl ANTIICING SYSTEMS 14 iiC-130H-30 HERCULES TRAINING MANUAL AIRCRAFT 5268 VOLUME I GENERAL AIRCRAFT TABLE OF CONTENTS PAGE CHAPTER 7. PNEUMATIC SYSTEMS (CONT'D) AIR CONDITIONING 75 CABIN PRESSURIZATION 16 OXYGEN SYSTEM 710 iiiG-130H-30 RAArre INTRODUCTION TO THE HERCULES GENERAL DESCRIPTION The Hercules is a high-wing monoplane of all metal construction with long-range, all-weather operations capabilities. The primary mission of the aircraft is to provide rapid transportation of cargo. The design maximum gross weight is 155,000 pounds, with a normal landing weight of 135,000 pounds. On an International Civil Aeronautics Organization (ICAO) standard day at sea level and at maximum gross weight of 155,000 pounds, the ground roll during takeoff is approximately 4,250 feet. The landing distance at a weight of 135,000 pounds is approximately 2,300 feet. The principal dimensions of the airplane are shown in figure 1-1. Airframe Major sections of the airframe are the fuselage, wing, and empennage. The fuselage is of all-metal semi-monocoque construction and is divided into two major compartments - the flight station and the cargo compartment. The flight station provides for crew accommodations and flight control of the aircraft. ‘The large fuselage allows room for a cargo compartment of 10 feet 3 inches wide between the inner walls of the main wheels wells, and 9 feet high at the lowest point under the center wing section. Cargo is loaded through the opening provided by a cargo door and ramp located in the aft end of the aircraft. ‘The wings are full cantilever, box beam and integral stiffener design. Fuel for the engines is provided by four tanks which are an integral part of the wing structure. A conventional all-metal full cantilever empennage is used on the aircraft. Conventional flight controls are operated by torque tubes, cables, and push-pull rods. The flight controls are hydraulically boosted to reduce pilot effort. All controllable trim tabs are electrically operated. mst Lockheed Corporation/Al| Rights Reserved 14« sto 5 Figure 1-1. Principal Dimensions Lockheed Corporation/Al Rights ReservedA horizontal stabilizer with elevators and trim tabs, a vertical stabilizer and rudder with hinged tab, and a tail cone make up the empennage group. The horizontal and vertical stabilizers are fixed, full-cantilever structures attached to the fuselage by bolts. Flight controls are attached to the fixed stabilizers by pin type hinges. Trim tabs are provided on the elevator and rudder. They are attached by piano-type hinges. A tail cone is bolted to the aft section of the horizontal stabilizer. Reference Lines Reference lines are the edges of reference planes that provide a three-dimensional coordinate system by which any part or component of the airplane can be precisely located, The lines represent a distance in inches from a designated reference plane. Ramp stations are arbitrary positions as selected by engineering. Each station is indicative of inches, as measured from the forward bulkhead. (See figures 1-2 and 1-3.) Fuselage Station Lines (FS) ‘These are vertical reference planes located along a horizontal line beginning forward of the nose radome and ending at the rear-most extremity of the aircraft. WATER LINES (WL) ‘These horizontal reference planes provide the means by which parts and structural components can be located by vertical measurement. The zero water line is the base reference plane and is located below the ground surface. The horizontal centerline of the aircraft is water line 200. BUTTOCK LINES (BL) These are vertical reference planes that provide the lateral measurement for location of parts and structural components on the right and left sides of the fuselage. These planes are parallel to the basic reference plane which is the centerline of the fuselage. sist Lockheed Corporation/Al Rights Reserved 1436 6IT] OF vis g'56] 8 VIS acl] 9 vis 6b] b vis S‘ve| 2 viS|o vis Ssom[ on [nous SNOISNENIG dV snowy ita “sWOlL935 NOISNaLx3 GoVISNY YO snows 30v135n O200Y SAL¥NOISG <3. XI4ANS HL “Z “S10 OL £6 NOlLWAS 30vT3SNS nous STYAWSLMI HON-O2 IY NOHYTINSN GY. SONI 30v7aSNE GAL NO NAO SUV SMSGNMN HOILWIS 3OVTISNA *t 100 “uaM ae once SO cuotyis oot Es oveez: over We ——— word n yy OPT ovest oun “$000 oavosino 0-002 7m sos 0002, Y= nowsas Leuat way ie 1 2319 09°0 2919 tat Se” et 116000201900 9208 Figure 1-2. Airplane Stations Lockheed Corporation/Al Rights Reserved 14oR ZONTAL STABILIZER ‘es sot 30 10806 —si.0 en0— 7.0 12.0 180.0" paeranta) 238.0 a1s.0 au0 ENGINE 0.02 we 8 Bo ga 8 CENTERLINE See | row ATTACHMENT | jAT LONS- | oats fs, e217. «18-08 Lockheed Corporation/Al Rights Reserved S760 — FS eS, ceater sito 596-68 WING station 0 @ 61.8 —| 24.3; 108. 1 —| 140.0—| Fue r.8— STATIONS eo) cvs 220.0 |! 4g QUTER 38.0— 20.1 STATIONS 72, 9 —| st 108.0 —| 100.1 Laas —| — 138.1 180.0 —| 173.1 214.2 — 207 248.8 — 241.8 263.0 — /— 276.6 3174 —| 84 asta —| as. QILERON tet TATIONS 388.0 — eae) 421.2— oo. 458.4— Bran 491-8 — J 143.8 — 178.8 ous 456 114000201500 #802WING STATION LINES (WS) Wing stations are measured along the span of the wing. The reference plane for Center Wing Stations (CWS) is the centerline of the fuselage. The reference plane for the Outer Wing Stations (OWS) is at the attachment point to the center wing. Aileron and flap stations extend outward from the reference plane located on the inboard end. HORIZONTAL STABILIZER STATION LINES (HSS) All dimensions along the span of the horizontal stabilizer are given in inches from a zero reference plane located at the centerline of the fuselage. VERTICAL STABILIZER STATIONS LINES (VSS) ‘Two types of station lines are provided for span-wise measurement on the vertical stabilizer. In both cases, zero reference is the base of the stabilizer. Vertical Stabilizer Stations (VSS) are horizontal planes extending from base to tip. Vertical Stabilizer Canted Station (VSCS) measurements are provided for the canted ribs between the auxiliary and main beam structure. POWER PLANT STATION LINES (PPS) For the power plant, longitudinal dimensions are extensions of fuselage station lines vertically intersecting the nacelle structure, Vertical measurement is made above or below the zero reference plane which extends horizontally through the centerline of the prop. Lateral dimensions are left or right of a buttline synonymous with the centerline of the engine nacelle. ACCESS PANELS, DOORS, AND HATCHES Access Panels ‘Access panels are provided for structural and system components which require inspection, maintenance, and replacement, (See figures I-4 through 1-8.) Infrequently used panels are attached by screws. Panels used frequently are attached by flush latches and turn-lock fasteners. 116 Lockheed Corporation/Al Rights Reserved ast8 ssz00¥ 3 Haans e $s300¥ 31¥7¢ aN ae 8 MAZIIGVIS. WOUGIA OW g ‘SS 330¥ L93NNOISIO ss309¥ wanlz03u ss30y Nv 3 ONIN WORSL93 1 ONY ‘Sevanion o1dve What : and" 3h sappusz034 ss390v sony 3aqvA \ $s309¥ Ne 10, willis 40¥93H9 annoys ayy \ "HOO 97) son30e3n8 SNOLLOSNNO S31. ND naisas ow LPN 00a ss399¥ Seen ans SIN Tbe HOV aornisns ss30¥ 138 BL 2 ey ssa09v sis ssaa0¥ a ata Boa asian uya0-97 nay ssa09¥ so3nno9sig. L9G ssa00¥ NON ss309¥ 03H sSanov ayaliva Ssaid ba \ a8 Gal 97 ss300¥ SAS Bs ND cea De Susana ssi00¥ oo sas OAH 99 BONYRIN m0 WY 1 93NNOISI0 $$399¥ LoaNNoasia ‘Nit BGG SNe WAREGLNY BOA Figure 1-4. Fuselage Access Panels (Left Side) a7 Lockheed Corporation/All Rights ReservedNOLLO3NNOO 000 8v39) ss399v ASSL ONS SAS atin nivud “Tan sa ‘GAH 315008 ONION NE TINIOd ST9NIS ss300¥ ssa00¥ HoLyson sa Nig 009 4000 Lavi09 098v9 onto) NIV SONYSLNA was ss200% SaRNOISIO ton y oniiny Saag ‘ss399¥ 115 ssaoov NBD4X0 onan saa ‘ano “Nios Ava. FTONIS ponsenna $S399¥_ 3A $3000 Bv30 ‘v3 own) ONY SAS OAH onan oe $8300 X08 4v30 ss300¥ ‘vo oMGNY Tio $S390¥ NBLSAS OAH ss309¥ ALY TSN Bed uLaiAl MaZMIEVLS TWIILY3A SS399V ssa00v LVLSOMASHL SNOI-UNY ener 500 Lockheed Corporation/All Rights Reserved Figure 1-5. Fuselage Access Panels (Right Side) 118Figure 1-6. Fuselage Access Panels (Top) Lockheed Corporation/All Rights ReservedFigure 1-7. Fuselage Access Panels (Bottom) Lockheed Corporation/All Rights ReservedSTaNVd $S309¥— lL ONIN oo TGNvd ss390¥ BAIA XMS STaN¥d ssa90¥ NOwsTy ~ TaNYd _SS300¥ BMWA LuNY ssa09v yy 134 ssa00¥. Ava AYO NIA AOL NAIA WOLLOB ison S08 Figure 1-8. Outer Wing Access Panels vat Lockheed Corporation/Al Rights ReservedDoors Three doors are normally used for personnel entrance and exit of the aircraft. ‘These are the crew entrance door and two rear entrance doors. All entrance doors ‘may be opened from either inside or outside of the aircraft. When closed, the doors provide a pressure type seal. CREW ENTRANCE DOOR ‘The crew entrance door is hinged at the bottom and swings out and down when opening. (See figure 1-9.) The door contains integral steps which provide easy access into the aircraft. A counterbalance assembly, working with a telescoping arm, restrains door movement and amount of opening. A hand lanyard attached to the door is used to close the door from the inside. A door operating handle is located on the fuselage forward of the door. In an emergency, the door can be jettisoned. REAR ENTRANCE DOORS ‘A rear entrance door is located on each side of the fuselage aft of the main landing gear wheel wells (See figure 1-9.) Slide bolts engage in slots of the door frames to lock the doors in a closed position. The doors are mounted on curved tracks, To open, the doors are pulled inward and then upward on the curved tracks until a spring-actuator locks the door in the open position. Releasing the latch by hand allows the door to be moved to the closed position. CAUTION With the rear entrance doors open, the cargo compartment height and top width is limited to a maximum clearance of 100 inches high and 80 inches wide. RAMP AND CARGO DOOR Operation of the cargo door and ramp is accomplished with hydraulic power from the auxiliary hydraulic system. Opening and closing the cargo door and ramp can be done manually or by electric control. 142 Lockheed Corporation/All Rights Reserved astSONVELNA BV3E 4000 JONVYINS MIO a0NvH noawin : \7 ray SMOOH HOLY ontgO9S313L Figure 1-9. Crew and Rear Entrance Doors 14413 Lockheed Corporation/Al Rights ReservedThe cargo door opens upward to parallel the top of the aircraft on the inside while the cargo ramp may be lowered from its locked position (closed) to the ground or to any desired intermediate position. (See figure 1-10). Controls are located inside the cargo compartment aft of the left rear entrance door. Manual control is provided by selections on the manifold control valve assembly. ‘A hydraulic hand pump provides power for manual operation. Electrical control of the system is from the ramp control panels. EMERGENCY EXITS Seven emergency exits are provided on the aircraft. They include three overhead escape hatches, one escape panel on the right side, and one on the left side of the fuselage forward of the MLG wheel wells. Two hinged windows in the flight station can also be used for emergency exit. (See figure I-11.) ast Lockheed Corporation/Al| Rights Reserved 145126000201700 #404 suooa wooo wus BONUEING AHO Sina AON3OUSH3 3018. SMOONIA ‘Q3ONTH HUY 094U9 Peron 3d8083 aeiuneios HOLUH 3d4OSF YSLNIO HouwH 3avosa 156 Figure 1-11. Normal and Emergency Exits Lockheed Corporation/Al Rights Reserved v6G-130H-30 CHAPTER 2 GROUND HANDLING AND SERVICING INTRODUCTION This chapter covers towing, parking and mooring, jacking and leveling, special ground handling equipment, and servicing. The appropriate maintenance manual should be consulted for exact quantities and procedures. TOWING Provisions for towing the aircraft are installed on the nose landing gear strut and by special adapters on the main landing gear struts. (See figure 2-1.) Normal towing of the aircraft over smooth and hard surfaces is accomplished by nose gear towing. When it is necessary to tow the aircraft over rough or soft terrain, main gear towing should be used. When the aircraft is towed in a turn, the main landing gear tires are deflected laterally. Before stopping the aircraft, proceed in a straight path for several more feet to avoid leaving the tires deflected when the aircraft is parked. The maximum angle of turn for the nose landing gear with torque arms connected is 60 degrees to the right or left. Torque arms should be disconnected for nose gear towing or backing. Towing speed should not exceed that of a walking speed. Wing walkers should be used while towing. Two qualified personnel should be aboard the aircraft for brake operation. One person should be stationed at the pilot’s station to operate the brakes and one person is, required in the cargo compartment to operate the hydraulic hand pump. Nose gear towing should not be attempted for uphill towing. For an incline of more than 3 degrees, main gear towing should be used. Always use caution during towing operations. PARKING AND MOORING Protective covers and dust covers are provided for areas such as the fuselage nose section, engine intake and exhaust, and other necessary areas. A spinner and nacelle cover is also provided. Covers are especially useful in dusty climates or during heavy rain or snow. (See figure 2-2.) st Lockheed Corporation/All Rights Reserved 24MAIN GEAR TOWING, USING TWO CABLES MAIN GEAR JACKING & TOWING FITTING. 8 MAIN GEAR TOWING, USING TWO CABLES NOSE WHEEL TOW BAR 116000300000 8708 Figure 2-1. Towing Provisions 122 Lockheed Corporation/Al|Rights Reserved astSPINNER AND NACELLE COVER ENGINE TAIL PIPE SHIELD APU EXHAUST cOvER ENGINE AIR INTAKE SHIELD PITOT TUBE COVERS CARGO COMPT. REFRIG. AIR EXHAUST PLUG CARGO COMPT. REFRIG. AIR. INTAKE PLUG FLIGHT DECK FLIGHT DECK REFRIG. AIR AETALS: AIR INTAKE PLUG EXHAUST PLUG 116000202101 9001 Figure 2-2. Protective Plugs and Covers mst Lockheed Corporation/Al Rights Reserved 128Control locks, straps, or ties are not used on the aircraft, and none should be installed. The rudder, elevator, and aileron hydraulic boost packages act as hydraulic snubbers and prevent any flutter of the control surfaces. The rudder will slowly deflect from its faired position as pushed by the wind. This deflection is not rapid and therefore not harmful. The flaps are retracted to the faired position for mooring or parking. They are lowered for maintenance and inspection. A locking pin lock is used for the nose landing gear. (See figure 2-3.) The only sustained forward load on the nose gear is imposed by forward towing. The ground safety lock pin should be installed for all ground operations. ‘Main landing gear locks should be installed during maintenance activity. (See ‘figure 2-3.) These locks are not normally installed when the aircraft is in active flight status. Static discharge grounding points are provided at the left forward and right rear portions of the fuselage. Under normal parking conditions, chocks are the only movement-restraint items required. However, when high winds are expected, it becomes necessary to moor the aircraft. The ideal situation is to moor the aircraft directly into the wind. Aircraft parking ramps normally have a grid pattern of tiedown rings available for mooring. The maintenance manual explains the ideal mooring method when the grid pattern is to be used, as well as the mooring methods to use on unpaved areas. Charts in the maintenance manual show plots of aircraft gross weight and wind velocity with guide lines that indicate when to moor or when to evacuate. The higher the gross weight, the higher is the permissible wind velocity for mooring. For this reason, it is desirable to have the aircraft fully serviced, including fuel, if time permits. JACKING AND LEVELING Axle jacks may be used under the built-in points on the base of the landing gear struts or under removable jack fittings which can be installed on any main gear strut, (See figure 2-4.) 124 Lockheed Corporation/Al Rights Reserved ustSCREWJACK LANDING GEAR Nose ‘GROUND LOCK PIN Figure 2-3. Main and Nose Gear Ground Safety Locks Lockheed Corporation/All Rights Reserved NOSE LANDING GEAR 12525 TON JACK NOSE GEAR JACKING BAR NOSE GEAR 25 TON JACK MAIN GEAR 116000300800 8303 Figure 2-4. Jacking Nose and Main Gear 126 Lockheed Corporation/Al Rights Reserved austJacking points are located on each wing and on the nose section. Since the nose jack points are located on both sides of the nose, manifolded jacks must be used to prevent twisting of the fuselage nose section. Manifolded jacks have their pressure and return lines connected together so they will extend and retract simultaneously. (See figure 2-5.) ‘The maintenance manual gives detailed jacking instructions including the type of jacks which must be used. In addition, it gives maximum aircraft weights for various jacking operations and prescribes center of gravity limits for jacking. A leveling plate is provided in the fuselage on the left side just aft of the wheel well at fuselage station 637. ‘A plumb bob is installed on a fuselage ring just above the leveling plate. Fore and aft markings on the plate are in degrees. The aircraft is level laterally when the plumb bob is on the center line of the leveling plate. A person should be stationed at the leveling plate during jacking to ascertain that the aircraft is jacked in a level position. Individual landing gear struts may be jacked for tire or wheel changes. If the tire is flat and a jack cannot be inserted under the strut, a jack and tow fitting may be installed and used to jack the strut. However, this fitting must be removed before flight since it will damage the aircraft structure if the gear is retracted with it installed. The main gear strut lock is used to retain the strut piston in the compressed position, Air pressure should be bled from the strut prior to the installation and use of the lock assembly. SPECIAL GROUND HANDLING EQUIPMENT Several items of special equipment are available to aid in ground handling of the aircraft and in the removal of many components. The portable engine hoist is such an item. It is used to remove the engine and propeller either separately or simultaneously. The power package sling is used in conjunction with the portable engine hoist to remove or install an engine. ‘When an engine is removed, it can be installed on the engine truck. The truck has a hydraulically-actuated frame that allows the propeller to be installed on the engine while the engine is mounted on the truck. aust Lockheed Corporation/All Rights Reserved 127duind ONBH dWnd GNvH (WOIdAL) BIOAU3SS8 440.LNHS TWANUH (WoldAly BATA 1 ' 303HO NIT aunssaud G04 1NUH WOTdAL 30104 1NUH — <- 38 01 Suu Sx0UC 3SON ONTLLI4 0 i ONILLIS yOu ONTM your 3SON 114000200800 8810 Figure 2-5. Jacking Lockheed Corporation/Al| Rights Reserved‘A general purpose sling is used to hoist the ailerons, outer wing flaps, elevators, vertical stabilizer, rudder, an other similar items. A crane or hoist with a capacity of at least 1,000 pounds is required for all the components listed above, with the exception of the vertical stabilizer which requires a 2,000-pound capacity hoist, and the horizontal stabilizer which must have a hoist of 3,000-pounds capacity. The outboard wing sections can be removed by using the wing panel sling assembly which is especially designed for this purpose. Caution must be exercised when large portions of the aircraft are being removed since the components are heavy and can be damaged if mishandled. ‘A model 302L portable hoist can be used when removing and hoisting many aircraft components. It is used in conjunction with the slings just described. It has a capacity of 2,250 pounds. The main gear strut removal sling and hoist is used to remove or install a main landing gear strut. When being used, it is attached to the aircraft structure above the strut. AA light magnesium ladder is used when work is being performed on the vertical stabilizer or rudder. SERVICING Replenishing points for fuel, engine oil, APU oil, hydraulic oil, propeller oil, fire extinguishers, and accumulators are shown on the Servicing Points Diagram. (See figure 2-6.) The aircraft is normally refueled using the single-point refueling (SPR) system. The aircraft can be defueled by using the SPR receptacle. Instructions for these operations are printed on decals on the SPR access door which is located in the aft end of the right main landing gear fairing. SPR requires that electrical power be on the aircraft. Established refueling procedures should always be followed. Fire precautions are required when refueling is being accomplished. Care must also be taken to prevent foreign matter from entering the fuel tank. Even small particles of dirt or dust will damage fuel system parts or cause clogging of lines and components in the system. ast Lockheed Corporation/All Rights Reserved 129S3UTL YY39 ONIGNET NIBH SLINO NOTIBuaO1U43u S3UI1 YYIO ONIGNUT 3SON Anus XOOHS YY39 ONIGNYT 3SON SINULS HOOHS HY39 ONTONUT NTUH ‘ONT TANSSY INTOd SIONS BIOAYASSY_H3ISAS_ OT INVEGAH Y31S008 TI3M-T33HM SON NI HOLY INKNDOS WOE dHNS ONE AALLUE S311 10a N39AX0 3 18¥18Od USLUN ONIINTYG NOTLWIS 1HOITS WIT NIOAXO GINOIT UIOAUSSIY HILSAS 91 TNYHOAH ALTA LA LIND B3AOd AUB TIXNY WIOAYSaY UIT 139d0Hd HOLUTNUNOOY W3LSAS O1-TNBYOAH 31008 SINGL 10 3NTONS anol BLUM ONTINIHG doouL UIOAURSSY HBISAS SOT INMUGAH ABUT ITXNG USIHSINONTIXA SH14 FIBYINOd 02-8 NOLUTIGLSNI 3108 BSHSINONTIXS SUIS YOLUINHNDDY WAISAS OT INVYOAH ALITA ‘ONT T3NASH NUL 73N4 136000300701 8809 Figure 2-6. Servicing Points Diagram Add FUdHSSSAG Lockheed Corporatian/All Rights Reserved 1.240During refueling through the top of the wing, or in performing any other ‘maintenance, it is extremely important not to damage the wing’s leading edge because of the internal construction of the anti-icing components. A small dent in the leading edge will cause a concentration of heat at that point sufficient to damage the skin permanently. Propellers must be serviced individually with hydraulic oil. The propellers can be serviced with the blades in any position, Propeller servicing requires that the propeller be cycled. After cycling the propeller from ground idle to reverse, then to feather, and back again to ground idle, the auxiliary pump is operated to maintain pressure in the propeller hydraulic system. During this operation, the oil quantity is checked by use of the dipstick located above the auxiliary pump on the right side of the pump housing. Engine and APU oil tanks should be serviced immediately after being shut down. Propjet engines normally use only a small quantity of oil. An engine that has been idle for a period of time may have oil seep into the sumps. If the engine is then serviced, the seepage oil will be recovered to cause an overfill condition. ‘The aircraft has individual reservoirs for the utility, boost, and auxiliary hydraulic systems. Detailed instructions for their filling are printed on the reservoir. Caution must be used when hydraulic systems are being serviced to prevent foreign matter from entering the system and damaging components or plumbing. Even microscopic particles can cause damage. Hydraulic fluid that has been standing in open containers should never be used. Instead, fluid should be used as soon as possible after the container is opened, and any residual fluid left in the container should be discarded. DANGER AREAS When working in, on, or around the airplane, personal safety must always be a consideration, especially if the APU or engines are operating. The danger areas for this condition include both intake and exhaust areas. (See figure 2-7.) aust Lockheed Corporation/Al Rights Reserved 241AIA cONQITIONING, SYSTEMS AIR INTAKE Tuneive propew.en pu ain OFWER HE oisintggaerion puain \ | / ens Se bi i PEAY A j Canal FAS eee ——Sj/ Wd MAXIMUM POVER. NO WIND DISTANCE AFT OF PROPS FEET 100 200 300 400 $00 WAKE VELOCITY KNOTS 12a 107 2 oa PY TURBINE staater WARNING STRIPE TURBINE UBENING ‘STRIPE so 100 DISTANCE, FROM ExNeUST-FT 4 25 EXHAUST TEMPERATURE 800°F — 10°F 116090201201 8404 Figure 2-7. Propeller and Turbine Danger Areas eae Lockheed Corporation/Al Rights Reserved stC-130H-30 CHAPTER 3 AIRCRAFT ELECTRICAL GENERAL DESCRIPTION Several types of electrical power are used on the Hercules: 115-volt three-phase primary AC power, 115-volt single-phase secondary AC power, 26-volt AC single-phase instrument power, and 28-volt DC. All the AC power is 400 Hz. Primary AC power is normally supplied by the four engine-driven AC generators, each rated at 40 KVA. Secondary AC power, used by certain instruments, is supplied by two rotary inverters, Some instruments use 26-volt ‘AC. This power is supplied by two step-down transformers. Four transformer- rectifier (T-R) units supply the DC power. ‘An auxiliary power unit (APU), located in the forward fairing of the left wheel well, drives an AC generator identical to those used on the engines. ‘The APU ‘can be operated on the ground or in flight to supply AC power to the Essential ‘AC bus. It can also supply power to the Main AC bus as controlled from the overhead electrical panel. ‘An onboard battery provides the capability of starting the APU and provides emergency DC power in flight. Both AC and DC external power receptacles are provided. ‘The bus system consists of four AC buses, two instrument buses, and four DC buses. Controls and indicators for the system are located on the electrical control panel on the overhead console in the flight station. The panel is shown in figure 3-1. ast Lockheed Corporation/All Rights Reserved 14Figure 3-1. Overhead Electrical Control Panel 132 Lockheed Corporation/All Rights Reserved astAC POWER Primary AC Power System Primary AC power is supplied by the four engine-driven generators. Each generator normally supplies its own bus: No. 1 generator supplies the left hand (LH) AC bus, No. 2 generator supplies the essential AC bus, No. 3 generator supplies the main AC bus, and No. 4 generator supplies the right hand (RH) AC bus. The generator control circuits provide automatic switching capability to the extent that any two operating engine generators can supply all four buses, and any ‘one generator can supply the essential and main buses. This switching circuitry is shown in the simplified system schematic. (See figure 3-2.) APU Generator ‘The APU generator normally supplies the essential AC bus, and takes priority over any other generator. A bus tie switch on the electrical control panel can be used to connect the APU generator output from the essential AC bus to the main AC bus. Secondary AC System Two buses use 115-volt single-phase power for certain instruments and controls. ‘These buses are the AC INSTRUMENTS AND ENGINE FUEL CONTROL bus and the COPILOT’S AC INSTRUMENT BUS. Power for these two buses is normally supplied from the essential AC bus, but may be supplied by two rotary inverters. (See figure 3-2.) The rotary inverters are 28-volt DC motor-driven AC generators, delivering 115-volt, single phase power. The copilot’s AC instrument inverter is rated at 250 VA and is driven by power from the isolated DC bus. The ‘AC instruments and engine fuel control inverter is rated at 2500 VA and is driven by power from the essential DC bus. The inverters are controlled by rotary switches on the electrical control panel. (See figure 3-1.) Instrument Power Some of the instruments use 26-volt AC single phase power. This power is supplied from the AC INSTRUMENTS AND ENGINE FUEL CONTROL bus to two instrument buses through step-down transformers. (See figure 3-2.) The ust Lockheed Corporation/All Rights Reserved 133Su E wad iKd 1 LL wes JNO NS auTaa = 1083 eanod tame ANNO ONO IL sng 108 T 3 2aoy ee{ sna oa niun fete] sna 00 953 sn@_ 00 ost sne iva g vaosz 4 ny ANT -O——F,_ vr O-2_ SN INSWAYLSNT = ‘ou, LOO) ZN 1-ON fs Niwal felt NIBH ' sn@ LNOd 13nd t f f t see] see d Sx CG] SN@ LNSWNGLSNT al, } uo is ex za waxor] — wAror! waxoY war Figure 3-2. Simplified AC and DC Power Systems. Lockheed Corporation/All Rights Reserved 134instrument buses are powered whenever there is power applied to the AC INSTRUMENTS AND ENGINE FUEL CONTROL bus. External AC Power The external AC power receptacle is located on the left side of the aircraft forward of the crew entrance door. Phase sensing circuits ensure that the ground power is compatible with the aircraft electrical system before it can be turned on. Voltage and frequency of the ground power should be checked before applying it to the aircraft. When turned on, external AC power connects to all four primary AC buses; therefore, all buses are powered through the bus power distribution system. (See figure 3-2.) If any engine generator switch is turned on or if the APU generator switch is placed in the on position while external AC power is connected to the buses, the external AC power switch is solenoid- actuated to the OFF position, DC POWER Power Sources Transformer-Rectifiers Units ‘The 28-volt DC power on the aircraft is normally supplied by four transformer- rectifier (T-R) units, each rated at 200 amps. Two T-R units are powered from the essential AC bus and supply power to the essential DC bus; two units are powered from the main AC bus and supply power to the main DC bus. DC power is supplied automatically whenever the associated AC buses are powered. External DG Power ‘An external DC power receptacle is provided adjacent to the external AC power receptacle. A safety circuit ensures that the external power is the proper polarity before it will connect to the aircraft bus system. When used, external DC power connects to the main DC bus, and from there to the essential and isolated buses. Battery The aircraft battery is a 24-volt lead-acid unit located in a compartment on the left side of the fuselage nose section. (See figure 3-3.) The battery serves ast Lockheed Corporation/AU Rights Reserved 135SNOUUL AULLUE due dHNS AWILLUE s310¥1d3934 waKOd TUNESLX3 8/9 TOYLNOD watod 1X3 90 9/9 1OWLNOS WaNod 1x3 90 wa141103u JOuINGD “9G 1x3 SAUT3Y WaMOd 90 1X3 AVTaY IHOTT AGuat GNU AOOTHSLNI OG 1X3 AUaLLUa 9d LO3NNOOSIG YON AVSLLYE 111050300200 #008 Figure 3-3. Battery Compartment Lockheed Corporation/Al Rights Reserved 136as an emergency source of DC power and is used to start the APU when ground power is not available. A fully charged battery can provide about three starts of the APU without recharging. Bus Distribution System Normal DC power distribution is from the main bus to the essential bus to the isolated bus to the battery bus. (See figure 3-2.) ‘The main-to-essential bus connection and essential-to-isolated bus connection are automatic; the isolated-to-battery bus connection is controlled by the DC power switch on the electrical control panel. (See figure 3-1.) The battery is always connected to the battery bus when it is installed. On the ground, battery power ‘can be supplied to all DC buses. With the DC power switch on, the bus tie switch is used to connect the isolated bus to the essential bus; the essential-to-main connection is made automatically. (See figure 3-1.) SYSTEM CONTROL The electrical system is controlled and monitored from the overhead electrical control panel. (See figure 3-1.) The bus system is depicted schematically on the panel. Many of the switches and indicators are strategically placed on the panel to represent the relative locations of their associated system components. The control switches for the generators, inverters, battery, and external power are rotary switches. When the switch is in the on position, a painted stripe on the switch knob aligns with the flow line on the schematic. AC system indicators consist of a loadmeter for each generator, a voltmeter and ‘component selector switch, a frequency meter and phase selector switch, and bus off warning lights. Fault indicators include a generator out light and a bearing failed light for each engine generator. In addition, selected power out lights are provided for the AC INSTRUMENTS AND ENGINE FUEL CONTROL bus and the COPILOT AC INSTRUMENT bus. ‘The T-R units are represented on the panel by DC loadmeters. Other indicators for the DC system consist of bus off lights and a voltmeter and bus selector switch. ast Lockheed Corporation/All Rights Reserved 137Both AC and DC external power lights are provided to indicate whether external power is connected to the ground power receptacles. Red-guarded generator disconnect switches are provided to disconnect the generator from the gearbox in the event of a mechanical failure of the generator. A disconnect fired light illuminates when the switch is actuated. ‘The disconnect test switch checks the disconnect circuitry and fusible element in the disconnect, unit, Both AC and DC bus tie switches are provided. The isolated-to-essential bus tie is operative only on the ground. The essential-to-main AC bus tie is operative only if the APU generator is on and no engine generators are on. A SW ON light indicates that the switch is in the on position. ‘The DC power switch is used to connect the battery to the Isolated bus. Itis also used to connect external DC power to the Main bus; therefore, external DC power cannot be used to charge the battery since the battery switch cannot be in both positions at the same time. However, the battery can be charged from external AC power through the normal bus power distribution system. LIGHTING Interior lighting for the flight station consists of dome lights, flood lights, instrument lights, and a utility light at each crew station. Cargo compartment lights include dome lights, floor lights, and an emergency light at each exit. Exterior lighting consists of navigation, formation, anti-collision, leading edge, landing, and taxi lights. The taxi and landing lights are controlled from the LANDING LIGHTS panel on the center pedestal. The other exterior lights are controlled from the EXTERIOR LIGHTS panel on the overhead electrical control panel. (See figure 3-1.) 138 Lockheed Corporation/All Rights Reserved mstG-130H-30 CHAPTER & FUEL SYSTEM GENERAL DESCRIPTION ‘The aircraft fuel system is designed to give the aircraft long-range mission capability. The aircraft fuel supply is carried in four integral wing tanks in. the outer wing structure, two bladder auxiliary tanks in the center wing section and ‘two external tanks of metal construction secured to the underside of the wings by pylons. (See figure 4-1.) The fuel system plumbing can make the fuel load available to provide independent tank-to-engine, crossfeed, ground transfer, single-point refueling, defueling, and fuel dumping operations. Fuel can be transferred from tank-to-tank only when the aircraft is on the ground. A dump system is provided to dump fuel from all tanks or any selected tank. All fuel lines are routed outside the pressurized portion of the aircraft. The main tanks are numbered 1 through 4 from left to right; thus, tanks 1 and 2 are located in the left wing and 3 and 4 are located in the right wing. The left and right auxiliary tanks are located in compartments between the inboard engines and the fuselage. Refueling of the aircraft can be accomplished through the single-point refueling manifold adapter located in the right wheel well aft fairing. If desired, the integral tanks and the external tanks can be filled by the conventional over-the-wing method, Auxiliary tanks do not have individual tank filler openings and must be filled through the single-point refueling system. The fuel system controls are located on two panels: the fuel control panel, and the single-point refuel control panel. The fuel control panel is located overhead in the flight station. (See figure 4-2.) The single-point refueling panel is located in the aft right landing gear fairing and is accessible only from outside the aircraft. (See figure 4-3.) aust Lockheed Corporaton/Al Rights Reserved 14419 SM YaLN39 LT SM YSLN3O. 0 SM y3LN0— S ‘bbl SM ¥3LNO. Z ‘viz SM YaLNO- gz SM Y3LNO Z71zb SM YBLNO- §'29S SM Y31N0- 116030100700 92: ZERO Eesesesgsese oss 0296 3Nd WLOL 3NVIduly o62t ost WUOSIN | NIWA FON |» o6tt 02! TWuoaINI | NIWA £ "ON | € o9tt OOhT | WNU3LX3 | _NOTAd HOR AaVEIXAY o16 016 y30qv1e awa fa MVEA o16 016 y300v78 ee 1 09st OobT | WNYI1X3 | NOTAG 1337 o6tt 0021 WeOINI | _NIVA 2 ‘ON 621 0081 awuogini | NIV TON "sqvo sn | “Sw9 Sh aan4 evsn] wns Wioif 3444 Figure 4-1. Fuel Tank Locations Lockheed Corporation/All Rights Reserved 142Figure 4-2. Overhead Fuel Control Panel Lockheed Corporation/All Rights Reserved 143Figure 4-3. SPR Control Panel 144 Lockheed Corporation/All Rights ReservedFUEL TANKS General Description Each main tank has a flush-mounted filler cap in the upper wing surface for use if SPR facilities are not available. The fuel filler ports are designed to prevent cover servicing of the tanks by leaving a 3-percent air space for thermal expansion. A flapper valve is incorporated in the gravity filler assembly to prevent fuel spillage in case the filler cap is lost in flight. A dual level control and shutoff valve is installed in each fuel tank, ‘The valve is electrically controlled from the SPR panel and automatically shuts off incoming fuel when the tank is full. ‘A surge box prevents the fuel boost pump from becoming starved during nose- down, wing-down, or negative gravity attitudes. The surge box may be inspected and the boost pump can be removed or replaced through an access panel located on the aft wing beam. Access to the interior of the tank is through an access panel in the dry bay. Fuel is supplied to the surge box through flapper valves which allow flow into, but not out of, the compartment. The surge box is also supplied with fuel from ‘two water removal ejectors located on the forward surge box wall and inside the surge box of each main tank, The water removal ejectors maintain a supply of fuel to the surge box during a nose-down attitude with a low fuel level. Motive flow for the ejectors is supplied by a small line from the boost pump pressure line. The main tank boost pump supplies fuel to the engine or to the crossfeed manifold. Pump output is such that the maximum fuel requirements for two engines can be supplied by one pump. Inboard Main Tanks ‘The inboard main tanks are of integral type construction and are located between the two engines on each wing. (See figure 4-1.) These are designated as tank No. 2 and tank No. 3, The usable fuel capacity of each tank is 1,190 U.S. gallons. st Lockheed Corporation/All Rights Reserved 145‘A dump pump is also installed in the tank, It is mounted on the outboard bulkhead, approximately 6 inches above the floor of the tank. This pump provides independent tank fuel dumping and may also be used in aiding the defueling of the aircraft and in transfer of fuel from the tank to another tank. ‘Two condensation drain valves are located in each tank. One is located in the low point of each surge box. The other is located in the main part of the tank forward of the surge box. ‘Access to the interior of the tank is through an access panel in the dry bay. Entry is gained through this panel for tank inspection, sealant repair, or component removal and replacement. Outboard Main Tanks The outboard main tanks are also of integral construction, They are located outboard of the outboard engines on each side and are designated as No. 1 main and No. 4 main tanks. (See figure 4-1.) Usable tank capacity is 1,290 U.S. gallons, Each tank is divided into three compartments by baffles. The baffles prevent fuel surging during flight maneuvers and aid in distribution of wing loads. Four panels on top of the wing provide access to the center and outboard ‘compartments. Access to the inboard compartment is through panels in the ‘outboard engine dry bay. ‘The surge box is located in the aft inboard corner of the inboard compartment, and is supplied with fuel in the same manner as that previously described for the inboard main tanks. The dual level control and shutoff valve is located in the center compartment, mounted adjacent to the inboard baffle. ‘There are three condensate drain valves in each outboard tank: one in the surge box, one just forward of the surge box, and one at the wing tip. Auxiliary Tanks ‘Two auxiliary tanks are located in sealed compartments between the inboard engines and the fuselage. (See figure 4-1.) Each compartment is both liquid and 146 Lockheed Corporatlon/Al Rights Reserved estvapor tight to prevent fuel and vapors from entering the dry bay areas above the fuselage and aft of the inboard engines. Each tank consists of three interconnected bladder cells with a total capacity of 910 U.S. gallons, all of which is usable. A sump in the center cell extends down to an access panel in the undersurface of the wing. The auxiliary boost pump is mounted on this panel. The pump supplies fuel to the crossfeed manifold. Each pump can supply the maximum demands of two engines. A condensation drain valve and a manually operated quantity indicator (dipstick) are located in the tank access panel adjacent to the boost pump. Auxiliary fuel tanks do not have provisions for over-the-wing servicing. External Tanks The external tanks are mounted under the wings on pylons between the inboard and outboard engines. Each fuel tank has a usable fuel capacity of 1,360 U.S. gallons with a residual quantity of 40 gallons, Each tank is constructed of sheet aluminum. Internally, the tank is divided into three compartments by two bulkheads. (See figure 4-4.) These bulkheads have openings at the top for ventilation between compartments, and a gravity feed tube connection at the bottom that allows fuel to flow from the compartment to the surge box. ‘The forward and rear compartments contain fuel quantity sensors. The center compartment contains the dual level control and shutoff valve, fuel quantity sensors, surge box, and two fuel boost pumps. ‘The surge box is mounted to the bottom of the center compartment. Two boost pumps are mounted inside the surge box. Located around the bottom of the surge box walls are flapper valves allowing fuel in the surrounding compartment to enter and be retained for boost pump supply. The tail cone is bolted to the aft end of the tank to provide aerodynamic smoothness. It contains no fuel. The external tanks are secured to the wing by pylon assemblies. These are airfoil- shaped structures having removable panels on the forward and aft ends. The panel fairings enclose the securing bolts and tank-associated wiring and plumbing. mt Lockheed Corporation/Al Rights Reserved 147HOLUSNAdHOO ‘3e0ud LINGNOO ‘SUIA ouLNOD 13437 1041NUH Tans 116020202200 e808 Figure 4-4. Extemal Tank Arrangement Lockheed Corporation/All Rights Reserved 148VENT SYSTEM Each tank contains an individual vent system. The auxiliary tanks and the two inboard main tanks utilize a wrap-around system. These are open-end lines that encircle the interior of the tank and terminate into a vent tank. The tank is vented to atmosphere. Fuel trapped in the vent tank is removed by an eductor assembly in the auxiliary tanks and a water removal system ejector in the main tanks. During boost pump operation, bleed pressure from the boost pump discharge line in the same tank is routed to the eductor or the ejector assembly. This creates a jet pump action which removes the raw fuel from the vent tank. Proper tank venting is assured and fuel spillage overboard is prevented under all flight conditions. The two outboard tanks are vented through three vent valves. A valve is positioned in each end of the tank and one adjacent to the tank dual level control and shutoff valve, The lines terminate into a vent tank which is vented to atmosphere. The external tank is vented to atmosphere through a single open-end vent line, This line leaves the tank in the leading edge of the pylon and terminates in the flap fairing outboard of the aft end of the pylon. PLUMBING Plumbing consists of tank-to-engine feed lines, a crossfeed manifold, a refuel manifold, a single point refueling (SPR) manifold, a ground transfer manifold, and two dump manifolds. (See figure 4-5.) The external tanks have one multi-purpose transfer line that is used for crossfeed, refueling, defueling, and dumping operations. Aluminum alloy plumbing is used throughout the system, Flexible hoses are used only where excessive flexing, vibration, or installation and removal prohibit the use of rigid tubing. aust Lockheed Corporation/Al Rights Reserved 149MosINEH ONITIN S34 GTOSINGH oNTaHNG 73nd COSINON NUL XN SNIONS OL NUL I DINUL “TUNES HEL DNUL TONESLX3 7 114030800201 #010 CSAOHSY ST NUL uatayay nod NaH O3G085 wo un H us oe cy wer TH xe Th #ON eon yy u Groatwen [|] a3aa560%0 ¥0 Hh 2H eb tux | 838d SONS ns ssaud Pete fovang "and 3 & waniuus nnors oN eon sy 1d30K3 z-on Lon ‘9ON3 ‘ONa WOTBLSHHAS: nde ONS ‘Ona Figure 4-5. Fuel System Schematic Lockheed Corporation/All Rights Reserved 14-10INDICATING SYSTEMS ‘A capacitance-type fuel quantity indicating system is used in all tanks. FUEL QUANTITY indicators for each tank are located on the fuel control panel, and SPR panel. (See figures 4-2 and 4-3.) A fuel totalizer TOTAL FUEL QUANTITY indicator is located on the fuel control panel. All indicators are graduated in U.S. pounds. ‘The auxiliary and extemal tanks have low pressure warning systems to indicate an empty tank or the loss of boost pump pressure. Warning lights on the fuel control panel are controlled by pressure switches connected to the pump pressure lines. The pressure switches are located in the inboard dry bay areas. The switches are actuated when the pump pressure drops below a predetermined setting. Each engine has a fuel low pressure warning system. A pressure switch, located in the engine nacelle, is connected to the engine fuel supply line. The switch actuates when the fuel pressure drops below a predetermined setting, thus causing the LOW PRESS light on the fuel control panel to illuminate. A pressure transmitter in the No. 3 dry bay is connected to the crossfeed manifold. This pressure sensing unit transmits electrical signals corresponding to the crossfeed manifold pressure in pounds per square inch (PST) to a gage located on the fuel control panel. This system is used to determine fuel pump discharge pressure. mst Lockheed Corporation/All Rights Reserved 4aG-130H-30 CHAPTER 5 POWER PLANT GENERAL DESCRIPTION ‘The Hercules power plant consists of an Allison T56-A-15 turboprop engine driving a Hamilton Standard 54H60-117 propeller. The engine consists of an axial-flow gas turbine power unit and a reduction gear assembly which are joined together by a torquemeter assembly. The reduction gear assembly drives a single propeller shaft. (See figure 5-1.) Controls are located on the center pedestal. (See figure 5-2.) A characteristic of this constant-speed turboprop is that changes in power are not related to engine speed; power is related to turbine inlet temperature. During flight the propeller maintains a constant engine speed. This speed is known as the 100 percent rated speed of the engine. It is the design speed at which the most power and best overall efficiency can be obtained. Since RPM remains constant, power changes can be effected by simply changing the fuel flow. For example, an increase in fuel flow causes an increase in energy available at the turbine. The turbine absorbs the energy and transmits it to the propeller in the form of torque. The increased torque causes the propeller blade angle to increase, and engine RPM remains constant. PRINCIPAL COMPONENTS The power section has a 14-stage, axial-flow compressor coupled directly to a four-stage turbine. It has a can-annular type combustion section (six combustion liners). The power section-driven accessories are mounted on the accessory drive housing assembly which is located under the forward end of the power section. The torquemeter assembly consists of a torque shaft, reference shaft, and a torquemeter housing. The torquemeter housing and two tie struts provide the necessary rigidity and alignment between the power section and the reduction gear assembly. The torquemeter provides an accurate indication of shaft horsepower input into the reduction gear assembly. ‘This indication is obtained by electronically measuring the angular deflection (twist) which occurs in the mst Lockheed Corporation/All Rights Reserved 184116040100101 8510 Figure 5-1. T56-A-15 Cutaway Lockheed Corporation/Al Rights Reserved136040200200 909 Figure 5-2. Power Plant Controls mst Lockheed Corporation/All Rights Reserved 153torque shaft. This deflection is transmitted to the torquemeter indicator which is calibrated in inch-pounds of torque. The prime function of the reduction gear assembly is to reduce power section RPM to an efficient propeller RPM. The reduction ratio is 13.54 to 1, accomplished in two stages. Accessory drive pads are provided on the gear case. CONTROL SYSTEM Throttle ‘The FLIGHT IDLE position of the throttle divides engine power into two ranges: alpha and beta. (See figure 5-3.) The beta range represents power settings below the minimum required for flight. The alpha range represents a power control range suitable for flight, In the beta (taxi) range, the propellers are operating as controllable pitch units. Blade angle is changed throughout the beta range directly by throttle movement. Throttle movement coordinates engine fuel flow to propeller blade angle, The marked positions, FLIGHT IDLE, GROUND IDLE, and MAXIMUM REVERSE, serve as operational guides only, not as restrictions since infinite settings are available throughout the beta range. BETA RANGE GROUND IDLE represents the minimum power setting and minimum positive blade angle for starting the engine. The minimum blade angle reduces the cranking load on the starter and also allows the engine to accelerate at the best possible rate during starting. Engine speed at GROUND IDLE is approximately 98 percent RPM. For low-speed ground idle operation (69 to 75 percent), the throttle is set at GROUND IDLE. The change to low-speed ground idle is made by pressing the low-speed ground idle button (located aft of the condition lever quadrant) for the appropriate engine. Pulling the button out returns the engine to normal high speed ground idle rpm. MAXIMUM REVERSE represents maximum negative propeller blade angle. MAXIMUM REVERSE is used for braking during the landing roll. For ground maneuvering and engine operations, less than maximum reverse thrust is obtained 154 Lockheed Corporator/Al Rights Reserved assFLIGHT IDLE THROTTLE ta FLIGHT STATION HowWTED (6) 7 / © \eo 2 MAXIMUM ¥ Spr REVERSE ‘oe / 9 LE 3 GROUND Ls Bs ee 6s? 3 ‘ TAKE-OFF i (so% 1 9, i 20 I | 90° cooRDINaTOR ENGINE MOUNTED 136040200100 8708, Figure 5-3. Throttle ast Lockheed Corporation/All Rights Reserved 155by positioning the throttle to any desired setting between GROUND IDLE and MAXIMUM REVERSE. ALPHA RANGE ‘The alpha (flight) range extends from FLIGHT IDLE to TAKE-OFF. The propellers operate as constant speed units, maintaining 100 percent rpm at any throttle setting while the aircraft is in flight. The throttle provides control of the fuel flow to the engine, resulting in the desired power output to the propeller, while the propeller controls rpm. Power settings are infinitely variable between FLIGHT IDLE and TAKE-OFF. Condition Lever ‘The condition lever is used to select an operating condition for the engine. These selective conditions are RUN (air or ground), AIR START (air or ground), GROUND STOP (ground) and FEATHER (air or ground). ‘The RUN position is effective on the ground or in the air; RUN is the position used for starting the engine on the ground and for subsequent running. The AIR START position is used in flight for restarting the engine. Holding the lever in AIR START completes the same starting circuits that are used in RUN, and also unfeathers the propeller. The AIR START position is also used for ground checkout and servicing of the propeller (with the engine not running). The GROUND STOP position is effective only on the ground. Circuits for stopping the engine are completed through the landing gear touchdown switches. ‘The GROUND STOP position provides a means of shutting down the engine in anormal manner during ground operations. The engine can be shut down without feathering the propeller (as would occur with a fire handle shutdown or when condition lever is moved to FEATHER). ‘The FEATHER position of the condition lever is used for emergency shutdown of the engine during flight, and may be used on the ground for emergency or to test engine shutdown, Fire Emergency Handle ‘The engine may be shut down with the fire emergency handle, which is effective both in flight and on the ground. Pulling the fire handle will electrically shut off 156 Lockheed Corporation/AN Rights Reserved mstfuel and feather the prop. The fire emergency handles are located at the forward end of the overhead console, PROPELLER The propeller is a self-contained unit consisting of a rotating section and a stationary section. (See figure 5-4.) The rotating section includes the blades, dome, barrel, and spinner. A pitch-changing mechanism and pitch-limiting safety devices are located in the dome. The control assembly is stationary and contains the hydraulic fluid reservoirs, pumps, control valves, and associated components required to provide normal and emergency control for the rotating portion of the propeller. ‘The power generated by the engine is converted to thrust by the propeller. The propeller is four-bladed, with the following features: controllable pitch in the ground operating range (beta), constant speed in the flight range (alpha), reverse pitch and full feathering. It has de-iced and anti-iced spinner and blade assemblies. The propeller is hydraulically operated and includes a mechanical low pitch stop, pitch lock, and negative torque system. Control of the propeller is accomplished by a mechanical governor biased by an electronic governing system. An electronic synchrophasing system is used on the four propellers to synchronize the speed of the engines, anticipate the governor reaction to throttle movement and to provide noise reduction of the propellers by maintaining a blade phase angle relationship among the operating propellers. This finite control is accomplished through an electronically controlled speed bias motor operating a gear train assembly connected to the governor. WARNING SYSTEMS Nacelle Overheat Warning Engine malfunctions or adverse operating conditions may result in excessive temperature within the engine nacelle. This high temperature could cause damage to wiring and components; therefore, an alarm system is provided. aust Lockheed Corporation/Al Rights Reserved 167BLADE ASSY BARREL ASSY 7] 4 i CH | | 2 HUB MOUNTING BULKHEAD & SPINNER RETAINING RING DOME ASSy . 4 veapeuss ZZ AFTERBODY CONTROL << I. ASSY SPINNER FRONT CAP SECTION 7 ASS Of se <=} NTS BRACKET Z MOUNTING (MOUNTED ON BRACKET ENGINE) DRIVE BRACKET ASSY (MOUNTED ON ENGINE) DE-ICER CONTACT RING HOLDER ASSY SPINNER REAR SECTION 116041000200 7809 Figure 5-4. Propeller Assembly 158 Lockheed Corporation/Al Rights Reserved stNacelle and turbine overheat warning systems provide a warning in the flight station if an overheat condition occurs. ‘The nacelle overheat warning lights are located on the upper left side of the copilot’s instrument panel. A nacelle overheat causes the related light to illuminate. An overheat in the turbine area produces a flashing red light in the fire emergency handle and also illuminates a master warning light on the pilot’s instrument panel. Fire Detection and Warning The fire detection and warning system consists of a continuous loop sensing element, control box, indicators, and the necessary wiring to furnish control and power for the system components. An identical system is installed for each of the four engines. The control box is located in the dry bay area behind the engine. The sensing loop extends from the control box through the upper aft nacelle area and through the firewall into the forward nacelle area. It is routed throughout the forward nacelle area and back through the upper aft nacelle area to the control box. If a fire occurs in this area, the high temperature sensed by the loop triggers the control box to provide a warning in the flight station. The warning consists of a steady light in the fire emergency handle and illumination of the master warning light on the pilot's instrument panel. AUXILIARY POWER UNIT The auxiliary power unit (APU) makes the aircraft self-supporting by furnishing electrical power and bleed air for engine starting when ground support equipment is not available, Normal aircraft operation is possible without the use of ground support equipment; however, if itis available, ground support equipment should be used for routine maintenance and trouble analysis to prevent unnecessary operating time on the APU. ‘The APU is installed in a compartment in the forward fairing of the left wheel well. (See figure 5-5.) Controls and indicators for operation of the APU are located in the aft left corner of the overhead anti-icing control panel. Fuel for the APU is gravity-fed from the No. 2 main tank surge box. Features of the APU st Lockheed Corporation/Al Rights Reserved 159'U COMPARTMENT VENTILATIO! ND COOLING RAM INTAKE‘compartment include compartment ventilation, APU air intake ducting, exhaust ducting, fire detection, and fire extinguishing. A fire detection and warning system, identical to those used on the engines, is provided for the APU compartment. The control box is mounted on the left wheel well upper bulkhead, directly inboard of the APU exhaust outlet. FIRE EXTINGUISHING SYSTEM A fire extinguishing system is installed in the aircraft for use in the event of an engine or APU fire. The extinguishing agent is carried in two pressurized containers mounted in the upper left wheel well area under the wing. (See figure 5-6.) Directional control valves are used to direct the agent to the desired area. ‘The valves are positioned whenever a fire emergency handle is pulled. Pulling a fire handle also arms the agent discharge switch, located between No. 2 and No. 3 fire handles. When the switch is actuated to either No. 1 or No. 2 position, agent is discharged from the corresponding container to the selected area as determined by whichever fire handle was pulled. ast Lockheed Corporation/AN Rights Reserved 156.11FIRE EXTINGUISHER BOTTLES NOTE: 1 THE DIRECTIONAL CONTROL VALVE —=> I! <4 HOUSINGS ARE MARKED "N,O. = FOR NORMALLY OPEN AND "N.C. * ‘ FOR NORMALLY CLOSED. THE VALVE = = | POSITION GAN BE DETERMINED BY THE POSITION INDICATOR ON —! 2S The VALVE HOUSING. saula— ~ LAll| HECK i VALVE DIRECTIONAL CONTROL Sg VALVE (NORMALLY OPEN TO ENGINE NO. 3) a DYRECT TONAL CONTROL VALVE DIRECTIONAL CONTROL VALVE (NORMALLY. OBEN TO ENGINES NO. L AND NO. 2) DIRECTIONAL CONTROL VALVE FIRE EXTINGUISHER (NORMALLY OPEN VALVE CONTROL TO ENGINE NO.2) RELAY ASSEMBLY YX copiLor's SIDE C/E PANEL DIRECTIONAL APU“ CONTROL VALVE OUTLET (NORMALLY OPEN TUBE TO ENGINES) aao) aoe 11404100401 agit Figure 5-6. Fire Extinguisher System 16.2 Lockheed Corporation/Al Rights Reserved astC-130H-30 CHAPTER 6 HYDRAULIC SYSTEMS POWER SYSTEMS General Description ‘The aircraft has three separate 3,000 psi hydraulic power systems which are used to operate components such as the flight controls, landing gear, and cargo doors. (See figure 6-1.) These three hydraulic power systems are identified as the booster, utility, and auxiliary systems. Each system is independent of the others in that it has its own hydraulic fluid reservoir, pumps, valves, and other ‘components for controlling and directing flow. Flow of hydraulic fluid under pressure is used to drive actuators and motors which, in turn, operate various aircraft components. Booster Hydraulic System The only function of the booster system is to supply hydraulic pressure for the booster section of the primary flight control boost units (aileron, rudder, and elevator). The booster system reservoir is located in the cargo compartment on the right side. Engines No. 3 and No. 4 drive the booster system variable delivery pumps. Ground hydraulic test cart connections are located inboard of an access panel in the forward right wheel well fairing. Utility Hydraulic System ‘There are several functions of the utility system. Utility system pressure is directed to the utility section of each primary flight control boost unit. The utility system also supplies pressure for retraction and extension of the landing gear, nose gear steering, normal wheel brake system, and flap extension and retraction. ‘The utility system reservoir is located in the cargo compartment on the left side. ‘The two utility system variable delivery pumps are driven by engines No. 1 and ast Lockheed Corporaton/All Rights Reserved 164Sdt15 ONIN, ONS dHBY oe AILS 20 114020100200 8809 Figure 6-1. Hydraulic Systems Functic Lockheed Corporation/Al Rights Reserved 162No. 2. Ground hydraulic test cart connections for the utility system are located inboard of an access panel in the aft left wheel well fairing. Auxiliary Hydraulic System ‘The auxiliary system has several functions. Itis the pressure source for operating the ramp and cargo door, emergency brakes, emergency nose gear extension, and ground checkout of all the systems normally operated by the utility hydraulic system, Ground checkout is accomplished by using the auxiliary system power to operate the utility system components through a manually operated ground checkout valve. The ground checkout valve handle is located adjacent to the utility system ground hydraulic test connections and is not accessible in flight. This checkout feature makes the aircraft more self-supporting in that a ground hydraulic test cart is not required for operational checks. However, when using the auxiliary system to operate the utility system components, operation may be slower than normal due to less fluid flow capacity. ‘The auxiliary system reservoir, pumps, and most of the plumbing and valves are located in the aft left side of the cargo compartment. Two pumps are used. One is an electric motor-driven variable delivery pump, and the other is a hand pump. The hand pump can be used for ramp and cargo door operation, emergency nose landing gear extension, and to charge the emergency brake system accumulator. Hydraulic Control Panel ‘The hydraulic control panel is located on the copilot’s instrument panel. (See ‘figure 6-2.) The toggle switches on the control panel are for pump control, brake system selection, and anti-skid system selection. Warning lights on the panel notify the flight crew of a low or no pressure pump output or that the anti-skid system is inoperative. The pressure indicators inform the flight crew of the available operating pressure in each area. FLIGHT CONTROLS Primary Flight Controls ‘The primary flight control systems consist of ailerons, rudder, and elevator, and the associated components of each. They are utilized for maintaining attitude and directional control of the aircraft in flight. (See figure 6-3.) aust Lockheed Corporation/Al Rights Reserved 163Figure 6-2. Hydraulic Control Panel Lockheed Corporation/Al Rights Reserved(row1noa Ava wagany sy yvuaivy 116020500100 8008 Figure 6-3. Flight Controls Lockheed Corporation/Al Rights ReservedThe ailerons are controlled by rotating the control wheel. The elevator is controlled by fore and aft movement of the control column, The rudder is controlled by fore and aft movement of the rudder pedals. Two complete sets of controls are provided, one for the pilot, and one for the copilot. Either or both sets can be used for aircraft control. Output from the flight station controls is transmitted to the flight control boost units through mechanical linkage and cable runs, ‘The flight control hydraulic boost units assist the pilot in moving the ailerons, elevator, and rudder. Each boost unit is equipped with a control valve and actuator. The control valve is remotely controlled from the flight station through the mechanical linkage and cable runs. The boost actuators change hydraulic pressure into mechanical force which moves the control surfaces. The boost units also have a follow-up mechanism so that the degree of deflection of the surfaces can be controlled by the pilot. Replenishing check valves are incorporated in each boost unit to allow the pilot to move the control surfaces manually (without benefit of hydraulic pressure). Since part of the linkage is connected to the actuator, the piston and rod must also move as the surface moves. These replenishing check valves permit fluid to flow from one side of the piston to the other side of the piston, preventing cavitation, Flap System The flaps consist of four Fowler-type flaps that are manually controlled and hydraulically operated, A control system raises and lowers the flaps according to movement of a control lever in the flight station. (See figure 6-4.) ‘The flap control quadrant and operating lever are mounted on the flight control pedestal aft of the engine throttles. The flap drive control (mounted on the rear beam of the wing in the cargo compartment) is connected to the flap control lever by cables, Two screwjack actuators (mounted in the wing trailing edge) are connected to each flap. The screwjacks are driven by a torque shaft assembly which extends outboard from each side of the flap drive gearbox. Normal operation is powered by utility hydraulic system pressure. Emergency operation is provided by use of a manually operated drive assembly. An asymmetry detection system operating two brake assemblies will, along with the normal flap brake, stop and hold the torque tubes whenever the left and right flap positions are not symmetrical with respect to each other. 166 Lockheed Corporation/Al| Rights Reserved mustFLAP CONTROL HANDLE UP MICROSWITCH FOLLOWER CENTER SECTION ROTATED BY FLAP DRIVE FOLLOW UP. OUTER CAM ROTATED DOWN MICROSWITCH BY CONTROL HANDLE 116020600100 8010 Figure 6-4. Wing Flap Cable Control st Lockheed Corporation/All Rights Reserved 167LANDING GEAR SYSTEM Landing Gear ‘The landing gear is a tricycle type with steerable dual nose wheels and tandem main wheels, (See figure 6-5.) A hydraulic actuator retracts the nose landing gear forward and up. Hydraulic motors power screwjacks which raise the main landing. gear vertically into their wells in the fuselage. The nose landing gear doors are mechanically actuated by rods linked to the nose gear strut. The main landing gear doors are mechanically actuated by rods linked to their respective aft main landing gear struts. Hydraulic pressure for landing gear retraction and extension is provided by the utility hydraulic system, In the event of utility system pressure failure, the main landing gear can be extended or retracted with a hand crank; the nose gear can be extended by free fall or by pressure from the auxiliary hydraulic system. Nose Gear Steering System The nose gear steering system is mechanically controlled and hydraulically actuated, The steering wheel and column are located forward and to the left of the pilot's position. A chain and cable assembly connects the steering column to a control valve on the nose gear strut assembly. When actuated, the control valve ports hydraulic fluid to two steering actuators to turn the wheels. A position indicator on the steering column indicates the direction and amount that the nose gear is tured. Pressure for the steering system is supplied by the utility hydraulic system through the landing gear hydraulic down line. The steering system is inoperative when the nose gear has been extended by the auxiliary system. Brakes and Anti-Skid System Normal and emergency braking capability is provided by the aircraft brake system. A method is also provided for setting the brakes for parking the aircraft. ‘Anti-skid protection may be selected, but operates only when the normal brake system is used. The parking brake may be set using either the normal or the emergency brake system. 168 Lockheed Corporation /All Rights Reserved audeFigure 6-5. Landing Gear Component Locations Lockheed Corporation/AN Rights ReservedA high pressure, low-displacement, multiple-disk brake is installed on each main wheel axle. A pressure plate forces the rotating disks against the stationary disks when the brakes are applied. Release of brake pressure allows the disks to separate and relieve the friction created with the brake applied. Controls and indicators for the brake system are located on the hydraulic control panel. A BRAKE SELECT switch, two pressure indicators, an ANTI-SKID switch, and an ANTI-SKID INOPERATIVE light are located on the left side of the hydraulic control panel. (See figure 6-2.) The BRAKE SELECT switch controls two selector valves. The two valves provide either normal (utility system) or emergency (auxiliary system) pressure to the dual brake control valves. The dual brake control valves meter and apply hydraulic pressure to the brake assemblies, ‘There are two dual brake control valves, one for operation of the right wheel brakes and one for operation of the left wheel brakes. The valves are located beneath the flight station floor, outboard of the flight control columns. The valve for the left brake is located on the left side, and the valve for the right brake is located on the right side. Depressing the brake pedals operates the dual brake control valves, directing hydraulic pressure to the brake assemblies. ‘The anti-skid system is an electro-hydraulic system used to control the aircraft brakes to obtain optimum braking under all runway conditions. The system detects an approaching skid by measuring the wheel’s deceleration rate and reduces the hydraulic pressure to the brakes if an impending skid condition ‘occurs. The anti-skid system is continuously monitored by a fail-safe system which detects a loss of power and provides a visual indication of this condition. ‘An anti-skid test panel, located on the overhead console, provides the capability for checking circuit continuity and operation. (See figure 6-6.) 1610 Lockheed Corporation/All Rights Reserved mstFigure 6-6. Anti-Skid Test Panel Lockheed Corporation/All Rights Reserved 116020802300 #910 tenG-130H-30 CHAPTER 7 PNEUMATIC SYSTEMS INTRODUCTION ‘The pneumatic systems of the aircraft are those that use air for power. They are: Engine starting system Engine and nacelle anti-icing systems ‘Wing and empennage leading edge anti-icing systems Radome anti-icing system Air conditioning systems Cargo floor heat system Cabin pressurization system Engine oil cooler augmentation system ‘These systems use compressed air supplied from any one of three sources: the engines, the auxiliary power unit (APU), and a mobile ground compressor. The oxygen system is also considered a pneumatic system. Engine starting, nacelle anti-icing, and engine oil cooler augmentation systems are considered power plant subsystems and are not discussed in this chapter. BLEED AIR SYSTEM The bleed air system is a system of ducts and valves that supplies, controls, and distributes compressed air for use by the aircraft’s pneumatic systems. Controls for the bleed air system are on the overhead anti-icing control panel. (See figure 71) All three sources (engines, APU, and ground compressor) supply air to a ‘manifold system, from which the air is distributed to the other air-using systems. A one-way check valve is installed in the ducting from each source to prevent airflow back into a source that is not being used. (See figure 7-2.) An air pressure regulator and shutoff valve is installed in the bleed air supply duct from each engine. The valve regulates bleed air pressure from the engine to the manifold at approximately 50 psi, and is also used to isolate the engine from ust Lockheed Corporation/All Rights Reserved 14So AISI SAT HT BT —} ) 0. BO Figure 7-1. Antéice Control Panel Lockheed Corporation/Al Rights Reserv‘S3A VA, TOHLNOD ONII-LNY, INVA 340108 ‘Wy 1No9 HOS 1dN0 0389 ANN HOD BY ‘LdN0d 0949 S3ATWA OHIO SNOHINY 36010200203 e804 BAWA AL3dVS NOLL93NNOO SNA “ssaud IH OND waOINIG S3A VA TOYINOD ‘SNII-LLNY LL SAN WA 4401nHS GNY BOLVIND3R uv 03318 AAA 4401S ONY Noo Od VIS 114 IND GNOD av VS Ld BAIA OULNOD SNIOI-LLNY aMOOvE! NWA 43734 ASSV Yo19303 uly 03378 nav 3OVIS HIT BAIA ¥93H9 uy 03318 SANA 440.0HS ONY woivangay uv Osa NWA TouLNOD wauvis wonstho OI-NY SH cwvaisa 39v9 SNISNZ T "ON ae “SSHud Figure 7-2. Bleed Air System Schematic Lockheed Corporation/Al Rights Reserved 173the manifold in an emergency. System pressure is monitored on a gage located on the copilot’s upper circuit breaker panel. A bleed air system divider valve is installed in the bleed air manifold just inside the cargo compartment on the right side. It is normally open, and is used in conjunction with appropriate engine bleed air shutoff valves to isolate a section of the bleed air system in the event of any malfunction in the system that would result in excessive loss of bleed air. Failure of a bleed air duct or clamp can result in excessive leakage. Due to the high temperature of the bleed air (up to 600 degrees F or 315 degrees C), this Teakage can cause serious heat damage to surrounding structure and equipment if not detected and isolated quickly. For this reason, a number of heat detectors (thermal switches) are installed in strategic places adjacent to the bleed air ducting in the wheel wells and wing leading edges. If an overheat is detected by one of the sensors, it illuminates a corresponding warning light on the anti-icing control panel. ANTI-ICING SYSTEMS Wing and Empennage Leading Edge Anti-Icing System Tce formation on the wing and empennage surfaces of an aircraft has many detrimental effects. Ice interrupts airflow over the wing, reduces lift, increases stall speed, and increases the weight of the aircraft. Ice can freeze control surface hinge points, causing control problems. To deal with the problem of ice formation, the aircraft has a hot air anti-icing system for the leading edges of the wing and empennage. ‘The wing and empennage leading edges are divided into six sections for anti-icing purposes, with a control valve for each section, The six sections are: left outboard wing, left inboard wing, left horizontal stabilizer and fin tip, right horizontal stabilizer and fin base, right inboard wing, and right outboard wing. (See figure 7-2.) Operation is the same for all sections. The system is controlled by two switches on the anti-icing control panel, one for the wing and one for the ‘empennage, and there is a temperature indicator for each section. (See figure FL) 14 Lockheed Corporation/Al|Rights Reserved ust‘Once the system is turned on, each valve is controlled by its own control thermostat. The system provides a leading edge air temperature of approximately 158 to 180 degrees F (70 to 82 degrees C). Radome Anti-Icing Tce accumulation on the radome can have a detrimental effect on the operation of the radar. A radome anti-icing system is installed in the aircraft to prevent this condition, Bleed air is mixed with ambient air and circulated through air passages in the radome skin. The system control switch is located on a panel just aft of the nose gear steering wheel. The system can be turned on and off manually, or can be set to operate automatically through the aircraft's ice detection system. A thermostatically controlled modulating valve is used to maintain the desired temperature. AIR CONDITIONING Two separate air conditioning systems are provided, one for the cargo compartment and one for the flight station. Although the two systems are normally operated together, they can be operated independently. When operated together, the two systems can provide a 75-degree F (24-degree C) interior temperature for an ambient temperature range of -65 to 120 degrees F (-54 to 49 degrees C). ‘The main components of the cargo compartment system are located in the right wheel well forward fairing and in the upper right whee! well area under the wing. ‘The flight station air conditioning unit is installed under the flight station floor on the right side. Operating together, the two systems can supply up to 140 pounds per minute of conditioned air into the aircraft. The two systems are connected by an interconnect duct and control valve, so that either system can supply both compartments if one system becomes inoperative. Provisions are included for ram air ventilation in flight. Air enters the airplane through two air scoops on the right side of the aircraft and is distributed through the conditioned air distribution system. Cargo floor heating is accomplished by providing a supply of bleed air to the underfloor area where it is mixed with the underfloor ambient air and distributed ast Lockheed Corporation/Al Rights Reserved 175through fore and aft distribution ducts. The cargo floor heat system is an independent system that may be used with or without either air conditioning system. Controls for the air conditioning systems are located on the air conditioning and pressurization control panel, on the overhead console next to the anti-icing control panel. (See figure 7-3.) ‘The controls consist of: an air conditioning master switch which is used to select air conditioning and the mode of pressurization, an airflow switch which is used to control the flow of conditioned air between the two compartments, individual system shutoff switches, separate automatic and manual temperature controls, a floor heat switch, and a switch for the cargo compartment air recirculation fan. CABIN PRESSURIZATION Pressurization Control System To provide maximum crew and passenger comfort, it is desirable to maintain the pressure in the cabin as near sea level pressure as possible. However, to do this, the fuselage structure would have to be strong enough to withstand relatively high differential pressure when the aircraft is flying at very high altitudes. It is more practical to build a lighter structure and limit the differential pressure to a lesser value. On the C-130H-30, a normal maximum differential pressure of 15.18 inches of mercury (in. Hg) is used. With this differential, sea level pressure can be maintained in the cabin until the aircraft reaches approximately 18,500 feet, and an 8,000-foot cabin can be maintained at 35,000 feet. Pressurization of the aircraft is accomplished by sealing the fuselage, providing a regulated airflow input, and controlling the outflow. The air conditioning and floor heat systems provide the input; the pressurization system controls the outflow. Outflow is controlled by a modulating butterfly valve mounted on the aft right corner of the flight station floor. Airflow is up through the valve from under the floor, and out through a louvered panel on the side of the aircraft. The valve is normally operated pneumatically, and controlled by the automatic pressure controller on the overhead panel. The pressure controller provides selections for desired cabin altitude and rate of change, and has a built-in differential pressure Lockheed Corporation/Al Rights Reserved astT— Ain ooNoITIONING —— Siarcon (— TerpenaTune cowrAo, — 6 OD fn 136010400702 #809 Figure 7-3. Air Conditioning Control Panel Lockheed Corporation/Al Rights Reservedlimiting feature to protect the aircraft in the event of a system malfunction or improper setting by the operator. In the event of a malfunction of the pneumatically operated automatic control system, the outflow valve can be controlled electromechanically. The valve is equipped with an electric motor that can be controlled by a toggle switch located on the air conditioning control panel. A safety relief valve is installed in the aft left comer of the cargo door. The valve is a self-contained pressure regulator valve which protects the aircraft structure from excessive differential pressure in the event of a failure of the pneumatic control system and during manual control. ‘Two pressurization system test valves are located on the left side of the overhead console. They are used for ground pressurization tests and are normally safety- wired open. System Indicators Indicators are provided for the crew to monitor system operation. Cabin altitude is displayed on the copilot’s instrument panel. The overhead panel contains indicators for cabin differential pressure and cabin rate of climb. Emergency Depressurization ‘A red-guarded emergency depressurization switch is provided on the air conditioning control panel. (See figure 7-3.) When actuated, this switch shuts off both air conditioning packs and the underfloor heat and then opens both the outflow valve and the safety valve. Use of this switch will depressurize the aircraft in about 30 seconds. ‘The center overhead escape hatch contains an emergency depressurization door. (See figure 7-4.) The door is released by pulling a T-handle on the left side of the overhead console. Bungee cords prevent the door from blowing away. Use of this door will depressurize the aircraft within 15 seconds. 178 Lockheed Corporation/Al| Rights Reserved usEMERGENCY DOOR RELEASE EMERGENCY DOOR 116011000900, Figure 7-4. Manual Emergency Depressurization Lockheed Corporation/All Rights ReservedOXYGEN SYSTEM General Oxygen is one of nature’s elements which is necessary to maintain life. About 21 percent of the earth’s atmosphere is oxygen. At sea level, where atmospheric pressure is about 14.73 psi, there is plenty of oxygen to permit normal human activity. At higher altitudes, atmospheric pressure decreases. Therefore, for a given volume of air there is less oxygen at high altitudes than at sea level. Generally speaking, man cannot function properly above an altitude of 10,000 feet without a supplementary supply of oxygen. One way to solve this problem is to provide a pressurized cabin when the aircraft must fly at high altitudes. By keeping cabin pressure as near sea level pressure as possible, the cabin air will contain sufficient oxygen. Since it is not always possible (or desirable) to pressurize the cabin, a supply of pure oxygen is carried and can be used as required. Oxygen System Due to the long range capability of the aircraft, a fairly large man-hour supply of oxygen is required for emergency conditions. A liquid oxygen supply provides this capability with considerable savings in weight and space as compared to a gascous system, The expansion capabilities of liquid oxygen as it turns into gas 700 to 1), allows a relatively small amount of liquid oxygen to be converted into a large amount of gas. The aircraft liquid oxygen supply is carried in a 25-liter converter installed in the nose wheel well. From the converter, gaseous oxygen is supplied to ten pressure- demand regulators, located at the various crew stations on the flight deck, and in the cargo compartment. The service panel is located on the forward side of the nose section, just aft of the radome. A liquid oxygen quantity indicator, low quantity warning light, and a press-to-test push-button are installed in the lower right corner of the copilot’s instrument panel. ‘There are ten pressure-demand oxygen regulators. In the flight station there is one regulator for each crew member. These regulators are located in the following positions: pilot, copilot, flight engineer, navigator, and one for each of the two relief crew bunks. +710 Lockheed Corporation/Al Rights Reserved stIn the cargo compartment two regulators are mounted on the forward right-hand side at approximately F.S. 273, and one aft of each rear entrance door. Portable Oxygen Cylinders There are four portable oxygen cylinders on the C-130H-30. Two cylinders are located in the flight station, one near the pilot and one near the copilot. The other two portable cylinders are located in the cargo compartment: one is on the forward bulkhead and the other is on the aft side of the right-hand wheel well bulkhead. These cylinders are normally used by the crew members when checking the aircraft load and may be adjusted to the aircraft or cabin altitude by rotating a knob on the forward side marked NORM, 30M, 42M, and EMER. Servicing ‘When charged to 450 psi by a ground oxygen servicing cart, each cylinder will provide a supply of oxygen for approximately 30 minutes. The cylinders can be recharged from the aircraft system, but only to a pressure of 300 psi. This will provide a supply of oxygen for about 20 minutes. Recharger hoses are located near each portable cylinder. WARNING Although oxygen itself does not burn, it supports combustion. Therefore, when working with oxygen equipment ensure that all prescribed safety precautions are followed. Be especially careful when working with liquid oxygen. The temperature of liquid oxygen at standard atmospheric conditions is -297°F (-183°C), and can cause severe frostbite and/or loss of tissue if it comes in contact with the sl mst Lockheed Corporation/All Rights Reserved vt