V I. 3, N .

MA -JUNE 1957

May-June 1957

Terence B. Donahue, Editor

Vol. 3, No.6

CONTENTS
THE STARLINER (PART
POWER PLANT

COVER PICTURE: More freight

at a lower rate. In pointing
toward this goal, The Flying
Tiger line, world's largest freight
and contract carrier, has ordered 10 of these new Model
1049H Super Constellations.
Available in two distinct configurations, the Super H shown
here is completely flexible for
cargol passenger operations
and is convertible from cargo
to mixed, medium, or high density passenger service.
The 1049H freighter configuration (not shown) is the largest
and fastest all-cargo airplane in
the world, carrying payloads in
excess of 21 tons at 335 mph.

II)

FUSELAGE.
EMPENNAGE
GROUND HANDLING PROVISIONS
NOSE GEAR DOWNLOCK MECHANISM
SCOVILL ADJUSTABLE FASTENERS .
D-C GENERATOR OVERVOLTAGE RELAY PANEL
LANDING LIMITATIONS WITH TIP TANKS
INSTALLATION OF LEATHER BACK-UP RING IN BRAKE SELECTOR VALVE
NOSE GEAR STEERING RESPONSE

PROTECTING INTEGRAL FUEL TANKS FROM CORROSION

OIL FOAMING IN AIRESEARCH CABIN SUPERCHARGERS
WING FLAP SHORT LINK ROLLERS

3
6
8
8
11

12
14
15
15
16
19
24
25

TRADE TIPS
INSTALL OIL DEFLECTOR AT ENGINE OVERHAUL
EASIER ACCESS TO LUBE FITTING
COMMERCIAL SERVICE BULLETINS PENDING
TECHNICAL PUBLICATIONS FOR TRANSPORT AIRCRAFT

26
27
27
28

LOCKHEED AIRCRAFT CORPORATION

The Lockheed Field Service Digesl is published bimonlhly by Lockheed Aircraft Corporation, Califarnia
Division, Burbank, Califarnia. No material is officially approved by the CAA, CAB, or any of the military
services unless specifically noted. Airline and military personnel are advised that direct use of the information in this publication may be restricted by directives in their arganizations. Obtain written permission
from Lockheed Aircraft Corporation before republishing any of the material contained herein. This requirement is mandatory to ensure Ihat all material republished will conform to the latest information and changes.
The following marks are registered and owned by Lockheed Aircraft Corporation: Lockheed, Constellolion,
Slarliner, Electra, Lodestar, and Speedpak. Address all communications to Lockheed Aircraft Corporation,
Burbank, California; Attention, Field Service and Training Division.
COPYRIGHT 1957 BY LOCKHEED AIRCRAFT CORPORATION, BURBANK, CALIFORNIA

THE

PART TWO

HIS is the second in a series of articles describing

the features of the new Starliner. In an article
which appeared in the preceding issue of the Digest,
Vol. 3, No.5, we gave a general description of the
airplane, pointed out the service areas, and described
the new wing.

In this issue we will describe the power plant,

fuselage, empennage, and ground handling provisions for the new airplane. In a future issue we will
discuss the landing gear, flight controls, and functional systems to conclude our introductory presentation of the Starliner. However, items of interest
concerning this new airplane will be reported in
future issues of the Digest concurrently with news of
Constellation series aircraft.

- --

PERFORMANCE DATA

SPECIFICATIONS
MANUFACTURER
MODEL
TYPE

WRIGHT AERONAUTICAL DIVISION

988-TC18EA-2
18 CYLINDER, DOUBLE ROW,
AIR COOLED RADIAL

BORE
STROKE
TOTAL DISPLACEMENT
COMPRESSION RATIO
SUPERCHARGER RATIOS
IMPELLER DIAMETER
PROPELLER REDUCTION GEAR
RATIO
PROPELLER SHAFT ROTATION
CRANKSHAFT ROTATION
POWER RECOVERY TURBINES
OVERALL LENGTH
OVERALL DIAMETER
MASTER ROD LOCATIONS
OIL PRESSURE
FUEL SUPPLY PRESSURE

6.125 IN.
6.312
3350 CUBIC IN.
6.70:1
6.46:1 AND 8.67:1
13.5 IN.
0.355:1
CLOCKWISE
CLOCKWISE
3
89.53 IN.
56.59 IN.
NO. 1 AND NO.2 CYLINDERS
70 (5) PSI
24 TO 26 PSI

ALTITUDE

GUARANTEED POWER RATI NGS

MAP

TAKE-OFF
SEA LEVEL
LOW RATIO
HIGH RATIO

BHP
3400
3400
2550

RPM
2900
2900
2600

IN HG
FEET
SEA LEVEL 58.5
4,000
56.0
15,200
49.0

SFC
0.68
0.674
0.632

MAXIMUM CONTINUOUS (METO)

SEA LEVEL
LOW RATIO
HIGH RATIO

2800
2850
2450

2600
2600
2600

SEA LEVEL
4,700
16,400

51.0
49.0
47.0

0.654
0.645
0.628

ALTERNATE MAXIMUM CONTINUOUS

SEA LEVEL
LOW RATIO

2860
2920

2650
2650

SEA LEVEL
4,800

51.0
49.5

0.658
0.650

1910
1800

2400
2400

13,500'
22,100'

33.5
34.5

MAXIMUM RECOMMENDED
CRU ISE POWER
LOW RATIO
HIGH RATIO

'CRITICAL ALTITUDE AT BEST POWER MIXTURE

figure 1 The EA 2 Engine

POWER PLANT
Each power plant consists of an engine complete
with propeller, accessories, related systems, cowling,
and mounting structure. The power plant joins the
nacelle at the firewall where disconnects are provided for electrical, plumbing, and control systems.
By transferring certain accessories and by making
minor changes in some of the plumbing, a power
plant may be installed in any of the four power plant
positions.
ENGINE The 1649A is powered by the Wright Aeronautical Model 988TC18EA-2 18 cylinder, radial,
air-cooled, turbocompound engine. A single stage,
two speed, gear-driven supercharger is contained in
the engine aft section. The two-speed supercharger
control is actuated by a new adjustable cable system
with a built-in spring capsule shock absorber.
The EA-2 engine incorporates many durability
improvements over the DA series in all sections of
the engine.
The main engine oil tanks, located just aft of each
firewall, feature Winslow full-flow scavenge oil
filters. The filters can be serviced through access doors
in the upper part of the nacelles.
The planetary reduction gear system in the nose
section of the engine provides a propeller-tocrankshaft ratio of 0.355 to 1 compared to 0.4375 to 1
on the 1049G. Thus the prop-tip rotational speed is
reduced by approximately 10 per cent from that of
1049G propellers. Yet the large diameter propellers
on the Starliner provide greater thrust. This combination of a large diameter propeller operating at
relatively low rpm results in more efficient and quieter
propeller operation. Figure 1 shows the EA-2 engine
and lists specifications and performance data.
PROPElLER Either Hamilton Standard Hydromatic,
or Curtiss-Wright electric propellers can be installed
on the Starliner. The propeller control system provides
the following features for both of these propellers:
constant speed governing, synchronizing, individual
selective increase or decrease rpm, manual and automatic feathering, and reversing. Synchrophasing is
also available as a part of the Hamilton Standard
propeller control system.
Hydromatic propeller installation Model 43H60-349
(synchrophasing) or Model 43H60-355 (synchronizing) are the Hamilton Standard propellers available
for the 1649A. Both are 16 feet 10 inches in diameter
and have three hollow or solid Dural blades. Dual
feathering lines, connected to a spring-loaded selector
valve and incorporating spring-loaded shut-off check
valves, can be provided to furnish an alternate
feathering line in case of failure of the normal line.

Curtiss-Wright propeller
assembly Model C634S-C602 is also available for the
1649A. It is the same diameter, includes the same
basic features as the Hamilton propeller, and has
three extruded hollow steel blades.

Curtiss electric propeller

The engine mount is

attached by four internal wrenching bolts and two
shear fittings to the nacelle structure at power plant
station 0.0. Four hex head bolts through the nacelle
ring, shroud, and oil cooler aft structure complete
the power plant to nacelle attachment. Six Lord Dynafocal suspension mounts support the engine in the
mount ring. Although the mount is identical in
geometry to that used on the 1049G, the wall thickness of upper and lower support tubing and the
diameter of attachment bolts have been increased to
withstand higher loads.
POWER PLANT MOUNTING

ENGINE EXHAUST SYSTEM The location of the power

recovery turbine (PRT) exhaust outlets is approximately 30 inches farther forward of the wing leading
edge than on the 1049G. All PRT flight hoods have
been redesigned to allow their exhaust gases to pass
above the upper surface of the wing. The outlets for
the No.1 and No.2 PRT tail pipes are approximately
17 inches above the power plant thrust line. A steel
support attached between the engine and the No. 2
PRT tail pipe protects the PRT nozzle box from
undue loading caused by tail pipe deflections. Turbine
hood clamps are not changed from those used on the
1049G.
ENGINE COWLING Refer to Figure 2. The primary
engine cowling is comprised of these major assemblies: the upper panel, two side panels, the lower
panel assembly, and a removable oil cooler air scoop.
Flame shields are provided at the turbine exhausts.
(Continued

01/

page 6)

figure 2 Engine Cowling

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Except for the changes necessitated by the new

location of the PRT exhaust outlets, the cowling on
the 1649A is very similar to that used on the 1049G.
For instance, the action of the panels, cowl panel
latches, and support rods remain the same. Upper and
lower cowl panels are practically identical to the
1049G cowl panels. The left side panel is unchanged,
but the right side panel has been altered to accommodate the changes in the No.1 PRT hood and tail
pipe. Cowl flaps are of new design. Cowl flap actuators are similar to those used on 1049G airplanes
except that the stroke is slightly longer and end
fittings have been revised due to turbine hood changes.

EMERGENCY EXIT RELEASE

......

TO

~ OPEN

FUSELAGE

The fuselage is the same length as the Model

1049G, and is structurally designed to permit a pressure differential allowing 8,000-foot cabin altitude
at 25,000-foot airplane altitude.
The station number designations F 0.0 to F 128.8,
527.6 to 658.4, and A 0.0 to A 92, which applied to
1049C through G airplanes, are not used for the
1649A. Fuselage station numbers in the new fuselage
midsection are preceded with the letter M and run
from M 0.0 to M 351.6 (see Figure 3) .
STRUCTURAL CHANGES As a result of the higher
gross takeoff weight of 156,000 pounds, the majority
of skin, stringer, and frame gauges have been
increased. All fuselage skins are of 2024-T3 or
2024-T4 clad material. Changes have been made in
the forward fuselage section, particularly in the keelsons and in the FS 205 attachment fittings and bulkhead ring (the ring is now a chemically-milled part).
Minor structural changes have been made in the
remainder of the nose wheel well area to withstand
the increased shear loads.

Mid-fuselage barrel section 4 (F.S. M142 to F.S.

M247) has been redesigned to accommodate the new
wing, and is now completely cylindrical in cross section. Barrel section 5A, immediately aft of section 4,
has been redesigned in order to fair in with the new
contours of section 4.

Figure 4
Type 1 Emergency

Exit Door

Unpressurized service areas are provided forward

and aft of the wing. See the illustration "1649A
Maintenance and Service Areas" in Vol. 3, No. 5 of
the Digest.
Because of the extensive clearance between propeller tip and fuselage, it is unlikely that fuselage
skin damage will occur from propeller ice. Therefore, the ice shields previously used on Constellation
models are not installed on the Starliner.
CABIN DOORS AND WINDOWS The passenger door
and the crew exit door on the left side at F.S. 296
have been revised to include many improvements in
operation and appearance.

Cabin windows are Sierracin 611, the same type as

used in the 1049G.
INTERIOR --~
RElEASE HANDLE

(Pulls Up)

EXTERIOR
RElEASE
PUSH PLATE

EMERGENCY EXIT PROVISIONS A Type I emergency

exit door is provided at FS 897 on the right side of the
aft fuselage (see Figure 4). The opening is 24 by 48
inches and the lower sill is at cabin floor level. The
door is held in position by a latch at the top center
of the door and two fixed pins at the bottom. A handle
which pulls up releases the latch from the inside and
a push plate releases it from the outside. The door
opens inward.

EMERGENCY EXIT RElEASE

-

.....

TO

. , . OPEN

Four type IV emergency exit windows which open

inward are installed in the cabin window plane, two
on each side of the fuselage directly over the wing.
The latch mechanisms on these exits are the same
type as that used in the Type I exit door except that
the inside release handles pull down as shown in
Figure 5.
The cut-outs for the Type IV exits are reinforced
with forged aluminum alloy corner pieces incorporating a 4-inch radius.
The forward
and aft baggage compartments are similar to those
of the 1049G. The volume of the forward compartment is 239 cubic feet. The volume of the aft compartment is 317 cubic feet if one loading door is used
anfl 280 cubic feet if two doors are used. Zippered
compartment linings are used in the same fashion as
in the 1049G.
LOWER BAGGAGE COMPARTMENTS

EXIT RELEASE LATCH

INTERIOR RELEASE
HANDLE (Pulls Down)
EXTERIOR
RELEASE PUSH PLATE

Figure 5
Type IV Emergency
Exit Window

PRESSURE SEAL BLANKET (SEPTUM) To form a pres-

sure seal and to eliminate the possibility of fuel vapors

reaching the cabin in the event of a fuel leak in the
wing center section tank, a vapor-proof seal, or
septum, is installed between the upper surface of the
wing and the fuselage. This septum is a pliable
blanket of two-ply nylon-neoprene construction. It is
attached to the fuselage under-floor structure and
covers the area shown in Figure 6. Spanwise ribs built
into the septum permit a ventilating air flow between
it and the wing upper surface. A sealed zipper runs
chordwise at the center of the two-piece septum making it possible to quickly check the wing upper surface
and the wing joint. The two halves of the septum can
be detached and replaced with relative ease.

WINDOW
CENTERING PIN

(Continued on next page)

FS

FORWARD

FS

M9Z.0--S~RR~~CE~144.3

FORMER TO PREVENT
BALLOONING OF SEPTUM
DURING AUXILIARY
VENTILATION

I
AIR PRESSURE FORCING SEPTUM
AGAINSTTANK SURFACE DURING
NORMAL PRESSURIZATION

FS
F
Ml44.45-SEARRVE'ACE--Mlis

~~~~~~~

AFT

SEPTUM

::::::\~1~r1iUi~~mmmm

TANK AREA

FROM
AIR INLET

VIEW LOOKING INBOARD

- _
AIR OUTLET

SEPTUM FORWARD
DRAIN AND VENT

..
.,.

AIR OUTlET

FWD'

Figure 6 Pressure Seal Blanket (Septum)

........]

SEPTUM AFT
DRAIN AND VENT

"-

::-AIR OUTLET

FROM
AIR INLET

EMPENNAGE
The empennage does not differ appreciably from
that of the 1049G. The major change was made in
the horizontal stabilizer center section to accommodate the new rudder and elevator booster units. This
involved changing the booster attachments and
back-up structure, installing new ribs, and making
other minor structural revisions which were necessitated by the increased booster loads. Front and rear
horizontal stabilizer beam webs have been strengthened by adding doublers in some areas and by increasing the web gauges in other areas. Minor changes in
the horizontal stabilizer include gauge increases in
some corrugations, gauge increases in all nose hat
section stiffeners, and larger rivet diameters.
The torque tubes and supports for center and outboard rudders have been strengthened to withstand
higher loads.
All rudder counterweights have been moved from
the control horns to the top parts of the rudders below
the top hinges. Cutouts have been made in the fin
structure to clear the counterweights.
Because of the increased empennage loads on the
1649A, the four bolts attaching the stabilizer assembly to the fuselage are of higher heat treat material
than the bolts used on previous models.

GROUND HANDLING PROVISIONS

TOWING Refer to Figure 7. The nose gear provides

for an applied towing load not to exceed 20,000

pounds, applied in any direction in a plane parallel
to the ground. Each main gear provides for a towing
load not to exceed 20,000 pounds. This load may be

applied in any direction within 45 degrees of a line

parallel to the longitudinal axis of the airplane and
within 30 degrees in a plane parallel to the ground.
The nose landing gear has lugs for the attachment of
a tow bar. Lugs are also provided on the main gear
for the attachment of ropes or cables.
The tow bar attachment lugs on the nose landing
gear have been intentionally equipped with bushings
of a different size from those installed on Constellation models in order to require the use of a new tow
bar. Tow bar shear pin breakage would be a problem
if a Constellation tow bar were used on the Starliner.
Conversely, if the heavier 1649A tow bar were used
on Constellation models, serious damage to the nose
gear attachment structure might result.
JACKING Refer to Figure 7. There are two jacking

points on the wing and two on the fuselage. The

fuselage nose jacking point requires the attachment
of a jacking pad assembly. At all other wing and
fuselage jacking points the jack pads are inserted in
the receptacles which are integral parts of the
structure.
Jack points on the main and nose landing gear are
integral parts of the strut assemblies and permit jacking in any loading configuration including maximum
gross takeoff weight of 156,000 pounds.
Means are provided for the attachment of weights
to the airplane nose to balance the airplane during
overhaul operations such as removal of engines.
MOORING A total of six tie-down points are provided. These are shown in Figure 7.
LEVELING Fifteen leveling, alignment, and symmetry
points are provided (see Figure 7). All points are

74'3"

..

~
'\

65'2"

57'2"

HOIST FIITINGS (COMPONENT PARTS)

Dimensions
shown are minimum
turning radii .

X MOORING POINTS

TOWING POINTS

. . JACK FITIINGS

LEVElING POINTS

Figure 7 Ground Handling Provisions

9

REPLENISHING DATA CHART

ILLUSTRATION
CODE

UNIT

LOCATION OF FILLER

U.S.
GALS.
47.50

CAPACITY OF EACH UNIT

IMP.
METRIC
(LITERS)
GALS.
179.80
39.50

SPECIFICATION
AND GRADE

ENG OIL A

ENG OIL TANKS

TOP OF ENGINE NACELLES

ENG OIL B
FUEL A

RESERVE ENG OIL TANK

FUEL TANKS NO.1 AND 4

LEFT WING/FUS FILLET

NEAR WING TIP, TOP OF WING

64.00
1350.00

53.30
ll24.10

242.20
5109.70

FUEL B

FUEL TANKS NO.2 AND 3

ll24.10

5109.70

FUEL TANKS NO.5 AND 6

1350.00

ll24.10

5109.70

FUEL 0

FUEL TANK NO.7

BETWEEN NACELLES, TOP OF

WING
INNERMOST TANK ACCESS
DOOR, TOP OF WING
ADJACENT TO RIGHT WING/
FUS FILLET, TOP OF WING
HYD SERVICE AREA
HYD SERVICE AREA
HYD SERVICE AREA
THROUGH FUS NOSE ACCESS
DOOR
THROUGH FUS NOSE ACCESS
DOOR
TOP AFT END NACELLES
NO.1 AND 4
RIGHT LOWER SIDE OF FUS

1350.00

FUEL C

1500.00

1249.00

5677.50

3.60
2.10
3.60
0.10

3.00
1.70
3.00
0.08

13.60
7.90
13.60
0.38

MIL-0-6082A
GRADE ll20 (WAD
5815, GRADE 120)
SAME AS ABOVE
MIL-F5572
GRADE ll5/145
MILF5572
GRADE ll5/145
MIL-F-5572
GRADE ll5/145
MILF5572
GRADE ll5/145
MIL0-5606
MIL0-5606
MIL-0-5606
MIL05606

4.50

3.70

17.00

MIL-0-5606

HYD
HYD
HYD
HYD

OIL
OIL
OIL
OIL

A
B
C
0

HYD OIL E
ALCOHOL
WATER
lAC OIL A
lAC OIL B

lAC OIL C

HYD RESERVOIR NO.1

HYD RESERVOIR NO.2
HYD AUX RESERVOIR
BRAKE MASTER CYL
RESERVOIR
HYD EMERGENCY TANK
ANTIICER TANKS
(ALCOHOL)
WATER TANK FILLERS AND
FILLER CONTROLS
CABIN SUPERCHARGER
HEAT EXCHANGER HYD
MOTORS AND FANS,
PRIMARY UNIT AND
SECONDARY UNIT
PRIMARY UNIT AND
SECONDARY UN IT
COOLING TURBINES

MIL-F5566

20.00

16.60

65.00

60.00

50.00

227.10

NACELLES NO.1 AND 4

2.30

1.60

7.50

AEROSHELL lAC

LOWER AFT NACELLE NO.1

0.12

0.10

0.45

AEROSHELL lAC

LOWER AFT NAC ELLE NO. 4

0.12

0.10

0.45

AEROSHELL lAC

LOWER AFT NACELLES NO.1

AND 4

0.13

O.ll

0.49

AEROSH ELL lAC

PORTABLE WATER

Figure 8 Replenishing Data Chart

external with the exception of an engraved plate

located beneath the cabin floor (same as 1049G).
This plate indicates the level of the airplane laterally
and longitudinally when used in conjunction with a
plumb bob suspended from the airplane structure
above the plate.
10

Provisions are incorporated for hoisting

individual major assemblies of the airplane as shown
in Figure 7. No provisions are made for hoisting the
fuselage/wing assembly or the entire airplane.

HOISTING

REPLENISHING

8.

Replenishing data is given in Figure

~ ~

Portion of Nose Gear Downlock Mechanism

Showing Spring Tube Assemblies

VIEW ACORRECT IlSTALLAnON

ALL CONSTELLATIONS
Most cases of failure of the
nose gear to lock in the down position have been
caused by too much dirt and not enough lubricant
in the downlock mechanism. Thorough periodic
cleaning and lubricating of downlock components as
specified in the maintenance manuals are two of the
best guarantees against malfunction.

Several reports on downlock malfunctions also

verify the need for close inspection and above all, a
conscientious ground operational check after any
maintenance has been performed on landing gear
components. This will go a long way towards ensuring that all parts have been correctly assembled,
installed, adjusted, and are in good working order.
The photographs illustrate a case in point where
this was not done. The inner spring tubes of the nose
gear downlock mechanism were incorrectly installed,
causing them to bind. Then the downlock failed to
lock. View A of the illustration shows the inner
spring tubes correctly installed. Note that the tubes
are not symmetrical and that the longer shoulders on
each tube face towards each other at the point where
the pivot bolt joins the tubes and the link arm. These
shoulders position the inner spring tubes in relation

VIEW B IlCORRECT IlSTALLATlON

to the outer tubes so that a smooth telescoping action

is possible. This telescoping action occurs as the
downlock shaft pushes past the downlock and into
the locked position. Note also that when installed
correctly the two spring tube assemblies appear to
be parallel.
View B shows the inner spring tubes installed
incorrectly. Note that the longer shoulders on the
inner tubes face away from each other and that the
sides of the inner tubes are now forced against the
outer tubes as the whole assembly is out of alignment
and the two tube assemblies are not parallel.
The inset macrograph of a tube which was installed
incorrectly, reveals the chafing which occurred until
finally the assembly seized and the gear could not
lock down.
To prevent nose gear downlock problems:
Clean and lubricate in accordance with the
instructions in the maintenance manuals. Maintain and assemble gear components with extreme
care - do not overtighten nuts on any pivot
bolts in landing gear moving linkage - then
always inspect and ground check the affected
gear for correct operation.
A A
11

Scovill Adiustable Fas

1049A, G, H The use of Airloc fasteners on the left
and right inboard oil tank access doors (lower surface
of wing leading edge) has been discontinued. Scovill
fasteners are being used instead, effective as follows:
1049A, Serials 4407 through 4412 and 4433 and up;
1049G, 4642 and 4645 and up; 1049H, 4801 and up.
The part numbers for the doors with Airloc fasteners
are LAC PIN 312629-3 LIR or PIN 312629-500
L/R. The modified door assembly with Scovill fasteners has been redesignated as LAC PIN 312629-501
for the left wing and -502 for the right wing.

In addition to the change in fasteners, the door

cutout in the wing has been reinforced and a more
durable nylon chafing strip was installed on the door
jamb.
These changes were made because some operators
have reported difficulty in keeping the door assembly
securely attached and in a few instances, a door has
been lost in flight. Operators attributed the problem
to excessive wear of the mating surfaces around the
door's perimeter. In turn, the wear was attributed to
the chafing which resulted because it was not always
possible to maintain a firm attachment between the
door and the door jamb.

We selected the Scovill adjustable fastener to correct this condition because it incorporates a feature
which compensates for wear by providing a "sheet
take up" of approximately .100 in. between the access
door and the door jamb. When this fastener is used
properly, it provides a firm door-to-structure attachment and reduces motion and wear.
CONSTRUCTION As shown in Figure 1, the Scovill
fastener consists of a floating-type receptacle assembly
and a stud and grommet assembly.

The receptacle assembly consists of an innermember which screws into an outer-member. The
outer-member floats in a housing which is attached
to the door jamb structure. The inner-member consists
of an externally threaded sleeve which incorporates a
spring and a special detent washer (see Figure 2).

Figure 1 Photo of Scovill Receptacle, Retaining Ring, and

Stud and Grommet Assembly
12

OPERATION To engage and adjust the fastener, a

hand-driven No. 2 Phillips screw driver is used to
press the stud assembly into the receptacle innermember (slotted to admit the stud) and to turn the
stud clockwise. As the stud turns, the cam lugs on
the stud engage shoulders in the counterbore of the
inner-member and screw the inner-member into the
receptacle outer-member. The cam lugs also engage

notches on the mating face of the special spnngloaded detent washer. The action of the detent
washer, plus the tension on the stud after it has been
tightened, prevents the stud from loosening. The
detent washer has two tongues on the outer perimeter
which engage grooves in the inner-member and so
prevent the detent washer from turning.
As a further precaution against the fastener loosening in flight, the threads on the inner- and outermembers are lubricated with dry-film lubricant during
manufacture so that even though the fasteners become
saturated with oil vapor or liquid during service, the
torque required to turn the inner-member should
remain near the design optimum.
When installing the access door, if turning the stud
clockwise seems to force the stud (and the access
door) away from the receptacle, it means that the
receptacle is out of adjustment; that is, the innermember is screwed into the outer-member and away
from the stud too far for the cam lugs on the stud to
engage the shoulders of the inner-member. To correct
this, press the stud firmly into the receptacle and
unscrew the stud and inner-member one or two full
turns counterclockwise. This will screw the innermember closer to the cam lug end of the stud. Then
press the stud in and turn it clockwise (approximately
one-quarter turn) until you feel the stud engage the

RECEPTACLE
INNER-MEMBER
RECEPTACLE
OUTER-MEMBER
(Floots in housing)

shoulders in the inner-member. Continue to turn the

stud (and inner-member) until the fastener is tight.
In addition to sheet "take up" (1/~o in.) provided
by the inner-member screwing into the outer-member,
the vendor is studying ways to improve the stud and
receptacle to provide an additional %6-in. of sheet
take up. These changes will also provide the mechanic
a more positive feel of stud engagement and will
practically eliminate the need for backing off the
inner-member to engage the stud (as described in the
preceding paragraph). The vendor has indicated that
fasteners incorporating the additional improvements
will be available in the near future.
Tighten the studs approximately the same amount
as a standard '/4 -in. screw. Use a No.2 Phil/ips handdriven screw driver only. To avoid damaging the recess
in the head of the stud, do not use a Reed and Prince
screw driver or a power screw driver of any kind.
To loosen the stud and open the access door,

approximately one-quarter turn in a counterclockwise

direction is required. However, to facilitate the next
fastening, turn the stud (and inner-member) approximately one more' turn counterclockwise. This will
unscrew the inner-member sufficiently to make it
easier to feel that there is positive engagement

SPRING-LOADED
DETENT WASHER
(Tongue & groove
prevents rotation)

DOOR JAMB
STRUCTURE'
NYLON CHAFING STRIP
STUD

In sections A-A ond B-B,

stud and rivet are shown

solid; not cut by section

plones.
Stud is shown in locked
position in both views.

/1'
--',
I

'I

G:ll

rl-\:7ll

I
t

-- /

',-L./

Figure 2 Two Cutaway Sections Show How Cam lugs on Stud Engage InnerMember and Thread It into Outer-Member to Provide Sheet Take Up Feature.
13

between the cam lugs on the stud and the shoulders

on the inner-member when the access door is
reinstalled.
The modified access door
LAC PIN 312629-501 and -502 included a placard
which provided instructions for operation of the
Scovill fastener. However, the placard has been
moved to a more conspicuous location and the
instructions on the placard have been revised to
include greater detail (see illustration).
INSTRUCTION PLACARD

The new placard will be installed on production

as soon as possible. Commercial operators
whose aircraft were delivered with the Scovill fasteners in the modified door assemblies may procure the
~irplanes

new placard LAC PIN 497750-1 through our Commercial Spares Department.
Service Bulletin 1049/SB-2851 is
now being prepared for commercial operators who
wish to incorporate the production modification and
will include information regarding the installation of
the Scovill fasteners, reinforcement of the door jamb
structure, and installation of the more durable chafing
material. This Service Bulletin 1049/SB-2851 is
scheduled to be transmitted approximately June 22,
1957 and the letter of transmittal will include information regarding procurement of parts.
SERVICE BULLETIN

The fasteners are manufactured by the Scovill Mfg.

A A
Co. of Waterbury 20, Connecticut.

DC Generator Overvolt

';J

1049 SERIES Occasionally the overvoltage relay panel

LAC PIN 617167-3, General Electric PIN CR 2781M146D is reported to trip for no apparent reason.
The trouble may be that the internal shipping pads
which support the shock mounted relay during transportation, have been left inside the panel assembly
(see illustration). If the shipping pads (usually corrugated cardboard) were not removed before the
panel was installed, nuisance tripping of the relay
may result because the pads defeat the shockmounting protection.

The illustration shows the notice which is fastened

to each panel calling attention to the shipping pads
inside. It is necessary to remove one screw (shown in
the photograph) slide the cover off the panel assembly, and then very carefully remove the four shipping
pads wedged under the relay. The cover can then be
replaced and the unit installed.
Check for shipping pads in overvoltage
relay panels which trip for no apparent reason.
Inspect all panels for shipping pads at any major
overhaul period. Be sure to remove pads when
installing a new unit.
A A

Landing Limitations
With Tip Tanks
The CAA-approved airplane
flight manuals for the subject Super Constellation
models restrict the maximum allowable fuel in each
tip tank (Tank Nos. 1A and 4A) to 1200 pounds
during landing. Lockheed has imposed this structural
limitation because of the high loads placed on the
wing during a landing in which each tip tank contains
more than the 1200-pound maximum fuel load. This
restriction presents no hardship under normal operating conditions because fuel management procedures
recommend that tip tank fuel be consumed during
initial cruise flight. In addition, tip tank fuel can be
dumped in flight should an emergency arise.
1049C, 0, E, G, H

The CAA has requested the installation of adequate placards to advise flight crews of this .landing

limitation. To comply with this request, we are now

placing a placard containing the pertinent information on the flight engineer's middle instrument panel.
Production installation of the placard will be effective on LAC Models and Serials: 1049G 4672 and
up; 1049H 4813 and up. Lockheed will install the
placard on commercial aircraft which are delivered
with tip tanks installed. If tip tanks are to be installed
after delivery of the aircraft, the placard will be
included in the tip tank kits.
Operators who have purchased Service Bulletin
10491SB-2552 and have installed tip tank provisions

on their in-service aircraft may procure the new

placard LAC PIN 496910-1 through our Commercial
A A
Spares Department.

Installation of Leather Back-Up Ring

in Brake Selector Valve
10498ASIC TH ROUGH H During overhaul of brake
selector valves LAC PIN 548350 or PIN 548350-0-1,
some mechanics have found it necessary to stretch the
leather back-up ring PIN AN6246-5 in order to
install the ring on the actuating piston PIN Bendix
1006199 or PIN 1006199-2.

Stretching the back-up ring increases its diameter

and it tends to lap over and wedge between the edge
of the piston groove and the valve body after the
piston and ring are installed in the selector valve
body. This causes the piston to tilt slightly and allows
hydraulic fluid to leak out of the valve past the camshaft opening.
The Pacific Division of Bendix Aviation Corp.,
vendor of the brake selector valve, recommends the
following two methods which may be used to install
the leather back-up ring so that it will not be stretched
permanently out of shape.
The first method is to soak the back-up ring in
warm water and install it in the piston groove. Do
not install the O-ring at this time. Bake the piston
with back-up ring installed for 5 to 7 minutes at
300 0 P (149C). The back-up ring should return to

PISTON
ASSEMBLY
(Typical)

BRAKE SELECTOR VALVE

For clarity, some parts are

omitted from this exploded
view.

its original shape. After the piston cools, install a

new a-ring of the proper size.
Another method is to coat back-up ring with hydraulic oil to aid in sliding it over the piston.
A A
15

As the Constellation and

Super Constellation have grown in size and weight
through the years, more hydraulically operated equipment has been added. This increased demand on the
hydraulic system may combine with other conditions
to cause variations in nose wheel steering action.
Occasionally a pilot may feel that a particular airplane steers harder or more slowly than others. He
may even feel that the steering action in the same
airplane varies from time to time, and may ask the
mechanic to check over the system to get a better
steering response.
ALL CONSTELLATIONS

There are certain adjustments and changes to the

nose steering system which will aid in eliminating
these problems if they appear on a particular airplane. First, we will explain the variations in operating conditions affecting nose gear steering. Then we
will describe the adjustments which will ensure that
the nose steering system operates at its best efficiency.
During
taxiing or landing roll-out, the output of the pumps
in the secondary hydraulic system is relatively low
because of the low rpm of the engines driving them.
Yet the wing flaps, brakes, heat exchanger fan, and
the nose steering may be in simultaneous operation
and the demand on the hydraulic system is quite high
at this time. These two opposing factors often cause
the variations in nose wheel steering action which
are noticeable to the pilot. For example, under these
conditions there may be times when the pilot's nose
steering control wheel will appear to be hard to turn
simply because he is attempting to turn it faster than
available system pressure can turn the nose wheel.
Or the trouble may be an actual malfunction which
must be found by systematically trouble shooting the
nose steering system.

NORMAL OPERATING CHARACTERISTICS

16

TROUBLE SHOOTING
The first requirement in normal trouble shooting
is to check all functional parts in the steering system
for adjustment, lubrication, and operation in accordance with the applicable maintenance manual.
In this regard, it is important for the pilot and the
maintenance man to agree on the difference between
hard steering and slow steering. Hard steering may
be defined as the condition when the pilot's steering
control wheel is difficult to rotate by hand at a normal
rate of turn. Slow steering may be defined as a slowerthan-normal response of the nose wheel to the normal
movement of the steering control wheel. Each of
these two types of steering action can affect the other,
so that one is often confused with the other. But we
can resolve most trouble shooting problems if we
make use of the following general statement, which
is illustrated by Figure 1:
Most of the malfunctions which cause hard
steering will occur in the region shown as Area A
in Figure 7. This region pertains to the nose steering control valve and its control system. Conversely, most of the malfunctions which cause slow
steering will occur in the region shown as Area B
in Figure 1. Area B pertains to the hydraulic and
mechanical portions of the steering mechanism,
between the control valve and the ground.

Of course there are exceptions to this broad rule,

but it should help the maintenance man to narrow the
search for a malfunction after the pilot has carefully
described the undesirable symptoms.
This difficulty could result from
sticking pulleys or improper rigging on the cables
connecting the wheel to the nose steering control
valve on the nose strut. Stiff operation of the nose
steering control valve due to internal binding may
HARD STEERING

PIN 329612_

46

TU~E ASSEMBLY

also cause har9 steering. In any case, we must remember that the pilot does not steer the airplane directly
with his steering control wheel; he merely operates
the steering control valve. Therefore, a simple check
for excessive friction in the valve control system
should reveal the source of a hard steering condition.

(REMOVED)
NEW TUBE ASSEMBLY
(PIN 474925-121)
__
NOSE
STEERING
SHUT-OFF

It will be possible to increase the flow rate in these

cases by following one or both of the procedures
discussed below.

-_L_-n\-~~:=~
~ Ir~J I

I
I

------.!L<I::.Jr'

r-~---i
I
I
r~'~

I~/I

t-=-~
,--+1

VALVE

SLOW STEERING
Slow steering can be caused by
low hydraulic pressure, low ambient temperatures,
low ail' pressure in the nose wheel tires, inadequate
lubrication 01' malfunction of the steering cylinders
01' steering collar. Trouble from these sources may be
found by checking the system from the steering control valve to the nose wheel tires.

Trouble shooting in this manner will generally

locate the reason for a comparatively slow steering
rate. If it does not, the slow steering may be caused
by a restricted fluid flow. Restriction could result
from improper installation or adjustment of either
the nose steering restrictor valve or the nose steering
shut-off valve.

--

piN 667070
NOSE STEERIN
RESTRICTOR VALVE
(REMOVED)

,
I

PIN 329612-45
TUBE ASSEMBLY
(REMOVED)

'

.
I

--:-J

I
I,
I

1:I

VIEW LOOKING FORWARD IN NOSE WHEEl WElL

AT FUSElAGE STATION 195.

Removed ports are shown in dotted outline.

Replacement part is shown by white area.
Existing parts are outlined by solid line_

Figure 2 Removal of Nose Steering Restrictor Valve

STEERING RESTRICTOR VALVE

The maintenance manual says that the nose steering restrictor valve LAC PIN 667070 is to be
adjusted by backing out the stem (turn it counterclockwise) only one quarter turn from the completely
closed position. Do not open the valve more than
one full turn from the closed position in an attempt
to increase fluid flow. The valve stem may be backed
out too far so that not enough threads remain
engaged with the valve body. If this should happen,
pressure surges in the hydraulic system might overload the threads and cause them to fail. The valve
stem would then be blown out of the body, and the
secondary hydraulic system pressure and oil supply
would be lost.
This valve appears to be symmetrical. However, it
offers greater than normal restriction to fluid flow if,
by mistake, it is installed backward in the nose steering plumbing.

Figure 1 Nose Steering

Trouble-Shooting Areas

REMOVING RESTRICTOR
To prevent the problems
mentioned above, the restrictor valve PIN 667070
may be removed from the system. As shown in Figure 2, this also requires removal of two tube assemblies PIN 329612-45 and PIN 329612-46. A new
tube assembly PIN 474925-121 is then substituted
for the removed parts. The new tube assembly may be
procured from our Commercial Spare Parts Department.
(Colltillued 011 lIext page)

17

~ Make

If desired, the replacement tube assembly may be

fabricated by the operator from 308 lis H corrosion
resistant steel tube of Y2-in. outside diameter and .028
in. wall thickness.

this measurement first.

If not correct, extend nose geor fully

ond odjust length of link
ossembly piN 287540
(see Detoil A).

Super Constellation aircraft, LAC Models and

Serials 1049G 4664 and subsequent, and 1049H 4803
and subsequent will be delivered with this change
incorporated.
Before performing a fleetwide modification by
removing this valve on Model 749A Constellations
or earlier aircraft, it is advisable to test one or more
aircraft modified in this manner to determine the
reaction of the pilots.

POSITION OF NOSE STEERING SHUTOFJ VAlVE

UNKAGE WITH NOSE GEAR FUUY EXTENDID

NOSE LANDING GEAR

PARTIAllY RETRACTED

NOSE STEERING SHUT-OFF VALVE

Check the adjustment of the nose steering shut-off
valve PIN 466345 either in accordance with the
applicable maintenance manual or as described below.
Proper adjustment of the point at which the valve
shuts off during retraction is essential to ensure that
when the nose landing gear is completely extended,
the steering shut-off valve is completely open and
does not cause additional restriction to the fluid flow.
A simple alternate
method of adjustment to that presented in the maintenance manual is shown in Figure 3. Check to see
that all landing gear downlock pins are installed.
Close the main landing gear manual shut-off valves
in order to isolate the main gear retraction mechanism
from hydraulic system pressure. To adjust the shut-off
valve, proceed with the following steps in sequence:
ADJUSTING SHUT-OFF VALVE

NOTE

It is unnecessary to relieve air pressure in

the nose gear shock strut to perform any of
the steps in this check.
1. Jack the complete aircraft in accordance with
instructions in the maintenance manual. Remember
that the nose strut swings downward as well as backward during the first part of the retraction cycle, so
jack to ample height for the nose tires to clear the
ground at the bottom of the swing.

2. Remove the safety pin from the nose gear

downlock. Connect the nose strut torque links. Station
a man in the cockpit to actuate the steering control
wheel and the landing gear selector handle and to
act as safety man.
3. Apply hydraulic pressure to the system by external means such as a portable test gig. Place the landing gear selector handle in the "UP" position and
18

Nose steering shut-off valve

must close when nose

londing geor is within the

tolerance shown. Measure
in straight line between

uplock lug on nose strut

ond lower foce of
up lock lotch guide.

LINK
ASSEMBLY
piN 287540

DITAIl

Figure 3 Adjustment of Nose Steering Shutoff Valve.

New alternate method uses linear measurement.

retract the nose gear slowly until the tires have just
cleared the jack and the ground at the bottom of the
swing and the gear is on the way up.
4. When the nose gear is moving up and aft,
check to see that the steering collar, torque links,
and tires will be free to move through the full arc of
steering travel. Then while the gear is retracting,
actuate the steering mechanism. Do this by turning
the pilot's steering wheel back and forth continuously
through an arc which includes at least 45 degrees each
side of the centered position.
5. Stop retracting the gear when the steering cylinders no longer respond to movements of the pilot's
steering wheel. Then release the steering wheel. The
nose steering mechanism should slowly center itself
and return the nose wheels to neutral. Hold the nose
strut in position at this point by relieving hydraulic
pressure or bypassing flow at the gig so that the gear
does not move either up or down.
WARNING

While the nose gear is held in the partially

retracted position by hydraulic pressure,
place proper supports beneath the lower
end of the strut to prevent downward movement of the gear.

Do not place the landing gear selector

handle in "NEUTRAL." Doing this will
merely connect both sides of the nose gear
actuating cylinder to the return side of the
hydraulic system, and the gear will free fall
if the. supports are removed.
6. See Figure 3. Measure between the lower face
of the up lock latch guide PIN 272558 and the uppermost surface of the uplock lug PIN 282015 on the
nose strut. As shown in Figure 3, the distance must
be 41.75 (+5.0, -0.0) in. in a straight line between
these two points. The partially folded drag links will
interfere with ordinary mea~uring methods, however.
To avoid this interference, use a long piece of stiff
wire to form an offset measuring rod. Bend each end
of the wire so that it touches one side of the two
points described above, and bend the middle portion
of the wire to clear the right or left sides of the interfering drag links. The wire can then be placed flat on
the floor and the measurement made in a straight line
between its ends, using a steel tape.
An alternate measuring device can be made from
a pair of long wooden laths bolted together like
scissors. This device will serve as a type of inside
caliper to make this measurement.

7. If the shut-off valve closes outside of the specified range of strut movement, adjust the link assembly
PIN 287540.
NOTE

Shorten the link assembly to get an earlier

shut-off point during retraction. Lengthen
the link assembly to make the shut-off occur
later. One-half turn of the clevis on the link
assembly is equivalent to approximately one
inch of nose landing gear movement measured between the points described above.
Detail A in Figure 3 shows the minimum
allowable length of the link assembly,
which shall be 5.06 in. after adjustment.
The inset shows the position of the shut-off
linkage when the nose landing gear is fully
extended.
It should be noted that this method of checking
the shut-off valve adjustment does not change the
setting of the valve given in the maintenance manual;
it is merely another way to arrive at the same setting.
Following the instructions in this article should
ensure that the fluid flow is not restricted and that the
best steering rate is achieved.
A A

Integral Fuel Tanks From Corrosion

By Vern Dress, Lockheed materials and pwcesses development engineer
Two years ago the Field Service Digest
(Vol. 1, No.6) carried a comprehensive report on
the control of corrosion. This report pointed out
areas most susceptible to corrosive attack and recommended suitable maintenance procedures. Service
Bulletin 1049/SB-2630 dated March 20, 1956
describes in greater detail the action necessary to
remove existing corrosion in integral fuel tanks for
commercial models. For military models, similar
information is included in the applicable Structural
Repair Manuals. As additional protection, these documents also include irrstructions for adding more drain
holes in the stiffeners and for extending the area
protected with sealant.
1049 SERIES

Because the inroads of corrosion in the wing fuel

tanks can cause serious structural damage, we should
like to focus attention again on the preventive meas-

ures necessary for the treatment of milled skins in

this particular area. If the inspection and preventive
maintenance outlined herein are given timely and
thorough attention, corrosive attack may be prevented.
It is possible that through neglect, structural damage
requiring costly, major repair might eventually occur
with no external evidence of the corrosion.
INTEGRALLY STIFFENED STRUCTURE

By using one integrally stiffened panel instead of

an assembly of a great number of smaller parts,
designers have eliminated many of the complications
and weaknesses inherent in bits-and-pieces construction, thus greatly increasing strength and yet decreasing weight and fuel leak problems. Integral structure
has proved so efficient that it has been widely adopted
in the airframe industry.
19

When tanks were constructed mostly from clad

alloys, no special precautions against corrosion were
necessary. The concept of integral construction, where
cladding can not be used, has changed the picture.
The best information available when the first 1049
airplanes were being built showed that the Buna-N
fill-and-drain protective coating (LAC 1-781 Type II)
would be adequate to protect the newly developed
integral structure in the fuel tanks from corrosion.
Indeed, many 1049's have been in service for over
four years without evidence of corrosion in the fuel
tanks. In general, these airplanes use only fuel which
has been produced in accordance with strict U.S. MIL
Specifications. For this reason, we suspect that the
corrosion which has been encountered so far may be
caused to a great extent by acids and corrosive substances which the water collects from other fuels.
These contaminants apparently penetrate the Buna-N
film and attack the milled skin. We do not know of
any instances where corrosion has occurred under
sealant which was properly applied and properly
coated with Buna-N.

INSPECTION
If the integral fuel tanks have not received the
additional protective coat of sealant in accordance
with the intent of Service Bulletin 2630 or the applicable military Structural Repair Manual, or if the fuel
tanks have not been inspected recently for corrosion,
the condition of the milled skin panels in the wing
fuel tanks should be ascertained by careful inspection. As shown by the crosshatched zones in Figure 1,
the areas which should be examined with particular
care are as follows: lower surfaces of the surge boxes;
an area for a distance of about 20 inches outboard
from the bulkheads at WS 87, WS 215, and WS 480,
in particular; each access door and surrounding area.
The Buna-N coating must be removed for this purpose, since it may become opaque after long exposure
to moisture and hide corrosion that may be present.
Methyl Ethyl Ketone (MEK) should be used to
soften the Buna-N protective coating. Then remove
the Buna-N with scrapers made from micarta, hardwood, or red fiber. To avoid the necessity of a tank

't:
OUTB'O NACELLE

INB'O NACElLE
WS
87

,....1

,I

WS
105

WS
191

WS
215

WS

WS
239

458

-.....;

I,

~I

,I

I
Stringer No. 1
- - - - - - - Stringer No.7

( )

--

Stringer No. 13
Stringer No. 18

..

Stringer No. 24
- - - - Stringer No. 28

Lower surface of right inner wing shown. Left wing is opposite.

OUTlDt

FWD
WS

WS

668

463

Stringer No.7
--Stringer No. 10
- - - --Stringer No. 12

Lower surface of right outer wing shown. Left wing is opposite.

Figure 1 Crosshatching Indicates Areas in Fuel Tanks Where Additional Protection Is Required.
20

soak check, be careful not to remove more sealing

compound than is necessary, particularly from areas
close to joints.
EXAMPLES In looking for corrosion, it must be remembered that corrosion may be present, but not recognized as such. Therefore, it is advisable to check
carefully any areas which have an abnormal appearance which could conceivably be attributed to
corrOSIOn.

If corrosion is present, it may have a variety of

appearances as shown in Figures 2 through 4. The
figure titles describe the corrosion and where it was
found in the fuel tank. In some cases it may appear
as isolated spots of discoloration which can easily be
removed by light sanding. Where the ends of metal
grains are exposed, such as at cutter run-outs at pads
or in a-ring grooves (in fuel tank access doors),
corrosion may appear as dark lines separating layers
of metal as shown in Figure 2. In other cases considerable areas may be discolored by dark patches of
powdery corrosion having a salt and pepper appearance as shown in Figure 3.
Occasionally the attack concentrates in very limited
areas forming deep pits as shown in the micrograph
in Figure 5. Sometimes blisters are formed, as shown
in Figure 6.

RECOMMENDATIONS
To combat this corrosion problem, on future production airplanes, we have extended the application
of sealant compound to include low areas in the fuel
tank where water can collect (see Figure 1). This
was accomplished on the following LAC Models and
Serials prior to delivery:
1049A Serial 4634
1049B Serial 4171
1049G Serial 4620
1049H Serial 4801

and
and
and
and

subsequent
subsequent
subsequent
subsequent

Service Bulletin 1049/SB-2630 or the applicable

military Structural Repair Manual describes in detail
the anti-corrosion precautions which should be taken
on in-service aircraft. In these documents we recommended that quick repair brush sealant LAC 1-766
Type III (Products Research PR 5401K), or PR
1221BT-FAST, be used as a cover coat to extend the
protective barrier against corrosion. This sealant is
impervious to water and the corrosive contaminants
it may contain. A new and better sealant, LAC 1-778
Type II (Products Research PR 5701K) or PR 1422
BT-FAST which have improved resistance to fuel and

Figure 2 Enlarged View of Fuel Tank Access Door Illustrating EdgeGrain

Attack in Dring Groove (AI and Blisters (Bl.
contain a chromate corrosion inhibitor are now available. If neither of these is available, standard brush
sealant LAC 1-775 Type II (PR 7101K), or PR
1221BT, may be used.
Service Bulletin 1049/SB-2630 is now being revised
to specify the improved sealant protective coating and
LAC 1-775 Type I fillet sealant to fill up the low
areas in the fuel tank sufficiently so that all water will
drain to the sump drain valve. Future production
aircraft are also scheduled to incorporate these
improvements. The revised Bulletin is scheduled to
be transmitted by the latter part of June, 1957.
(Continued on next page)

Figure 3 Corroded Area Near Bulkhead in No.1 Tank at WS 215.

Note plugged drain holes.

To protect the fuel tank structure, it is

most important that the procedures recommended
below be followed carefully and in proper sequence.

GENERAL

Essentially, the treatment consists of the following

steps:

figure 4 Corrosion Along Stiffener at Access Door Cutout in No.3 Tank.

Attack was .03B in. deep in fillet.

figure 5 Micrograph Section Through Typical Pit. x200

Inspect fuel tank interiors.

Remove corrosion (if any is found).
Apply a chemical film.
Coat corroded areas and low areas with sealant.
Coat the sealant with Buna-N.

If any step is slighted or done out of turn, the

treatment is useless, since each material must adhere
to, and protect the coat beneath it. Thus, if the sealing
compound is not coated with Buna-N, the fuel may
eventually leach out the rubber content of the sealing
compound so that water can penetrate to the structure
and attack the chemical film. Since the chemical film
must be slightly soluble to provide the chemical action
necessary to neutralize the corrosive effect of water,
long contact with water may eventually dissolve the
film and the metal panel will begin to corrode. The
successive barriers against fuel and water must therefore be carefully constructed and maintained.
REMOVING CORROSION The first step is to use
No. 280 abrasive cloth or paper to sand off all affected
areas and remove as much corrosion as possible (see
Figure 7). If deep pits or lines of corrosion are left,
an air motor driving a rubber wheel impregnated with
aluminum oxide abrasive may be used to remove
enough metal to get to the farthest extent of attack.
We have previously recommended that power tools
not be used, since they may remove too much metal
and care should be taken in this respect. Also, to avoid
introducing dissimilar metal into the area, do not
use steel wool or wire brushes.

..

..

-.

figure 6 Micrograph Section Through Blister Showing Exfoliation frequently Encountered. x200
22

...

;,...

...

.,,:- ~i X200

Where blisters have formed or corrosion occurs at

the ends of metal grains, the corrosion attack frequently shows a preference for traveling along the
grain (or direction of rolling or extruding) for considerable distances. This results in a delaminating or
exfoliating effect as shown in Figure 5 and Figure 8.
In order to ensure that the end of the attack or bottom
of the pit has been reached, the abraded area should
be etched by swabbing with a 5 to 10 per cent solution
of phosphoric acid and allowing it to stand for 11;1
to 2 hours. If corrosion is still present, it will show as
a dark line or spot and additional metal must be
removed.
After the etch test has shown that all corrosion
has been removed, the depth of metal removal should
be measured and structural disposition made. The
applicable Structural Repair Manual gives the damage
limits which must be observed in removing metal
from integrally stiffened panels.
Should a customer encounter corrosion damage not
subject to the typical repairs shown in the Manual,
he is invited to write to our Field Service and Training
Division in the usual manner.

Figure 7 Appearance After light Sanding of a Corroded Area Similar

to Figure 3. Pits .010 to .020 in. deep may be found, and
in cutter run-out, may follow grain for .25 in. or more.

REFINISHING
1. After all the corrosion products have been
removed, blend and smooth the metal surface with
No. 400 abrasive cloth. If phosphoric acid etch has
been used, be sure that the last trace of it has been
removed by rinsing area repeatedly with water and
drying with clean wiping cloths. Then clean the
affected area with MEK or ethyl acetate. Check that
all drain holes in stiffeners are open.
2. Brush on Spec MIL-C-5541 chemical film
solution (Iridite 14-2 or Alodine 600 or 1200, or
e'luivalent). After 5 minutes, blot the surface dry
WIth clean, lint-free cloths or tissues. Do not rinse
with water, as water will dissolve the fresh chemical
film. If further cleaning is necessary use MEK or
ethyl acetate.
3. Apply two brush coats of LAC 1-778 Type II
sealing compound over the reworked area and for
approximately another 6 inches around it. The
total thickness of the two coats should be approximately 1/32 in. Allow 2 hours drying time (at
77F (25C) with relative humidity of 50 per cent)
between coats. Be careful not to plug drain holes
in the stiffeners.
Instructions for mixing and applying sealant can
be found in "Sealing Constellation Integral Fuel
Tanks," Vol. 1, No.4 of the Field Service Digest,
dated January-February 1955. These instructions
should be followed to the Ie Her to ensure a good
job of sealing.
4. When the sealing compound is no longer
tacky (this takes approximately 4 hours at 77F
(25C) with relative humidity of 50 per cent),

Figure 8 Macrograph Section Through Access Door Shown in Figure 2

Shows Attack Along Grain End (AI and Blister IBI. xlO
brush on two coats of LAC 1-781 Type I Buna-N
protective coating. Air dry the first coat 15 minutes
before applying the second coat. Allow at least 1
hour air dry after the second coat before refueling.
5. Make certain that all of the drain holes in the
structure are open so that moisture will drain to
the sump drain valve.
6. If the crosshatched areas shown in Figure 1
have not received the additional protective layer
of sealant compound, use MEK to remove the
Buna-N and achieve a completely clean surface.
Inspect for corrosion, and remove any found. Then
apply a protective coat of sealant to these areas in
accordance with steps 3 through 5 above.
A. A.
23

Using the wrong lubricants

during overhaul
causes . ..

Oil Foaming

'"

In

AiResearch
Cabin
Superchargers
649, 749, 749A, 1049BASIC THROUGH H, 1649A

The AiResearch Manufacturing Company has recently

released Service Information Letters No. 100-72 and
100-74. These letters contain information on oil
foaming which will be of interest to all operators of
Constellation and Starliner aircraft equipped with
AiResearch cabin superchargers.
In essence, AiResearch SIL 100-72 recommends
that no silicone oils or greases be used during the
overhaul and assembly of cabin superchargers which
use Aeroshell lAC as the system fluid.
In one particular instance, a few drops of DC-200
silicone oil were used to lubricate a-rings and some
moving parts during assembly of a supercharger.
When the unit was placed in operation, the silicone
oil caused the system fluid (Aeroshell lAC) to foam
and the fluid was lost through the vent line. Tests
have indicated that the greater the concentration of
silicone oil, the quicker the system fluid will foam.
Additional investigation of the foaming problem
led AiResearch to issue SIL 100-74, which states that
foaming can be caused by the presence of residual
petroleum lubricating oil mixed with corrosion preventive compound. This letter recommends that
Aeroshell lAC be used to flush all cabin supercharger oil coolers and oil temperature regulators,
overhauled or manufactured by AiResearch prior to
December 1956, before they are placed in service.
Operators who perform their own overhaul of
cabin supercharger oil coolers and temperature regulators should flush these components with the oil
24

they normally use in their cabin supercharger system

before installing or storing them. In any case, the
preservative oil Specification MIL-C-6529A, Type 3
can cause foaming and should not be used for flushing unless the components are to be stored in a
severe environment where extra protection from corroSiOn IS necessary.
An additional recommendation in AiResearch SIL
100-72 declares that no lubricant containing molybdenum disulphide in any form should be used during
the overhaul and assembly of supercharger components. The undesirable effects of molybdenum disulphide in the supercharger system were noted during
development of the sprag-type clutch used in some
AiResearch cabin superchargers. The addition of
molybdenum disulphide to the lubricant so reduced
friction between the sprags and the races that the
sprags slipped when the clutch was engaged. Under
high loads, this condition would eventually result in
failure of the sprag clutch assembly. It is believed
also that the same effect can occur with the roller
clutch used in some models of the subject cabin
superchargers.
Both AiResearch letters serve to emphasize the fact
that the mixing of lubricants or system fluids is not a
good policy and the results may be unpredictable.
During any maintenance operations on a cabin supercharger, or on the components of a cabin supercharger
system in which Aeroshell 1 AC is used, particular care
must be taken that the system fluid is not diluted or adulterated by any other fluid or substance.
.. ..

1
j.

Wing Flap Short Link Rollers

I
flAP (Reference)

- - - - - 0 0.....

Details shown are for Models 1O.49A, B, and C.

Other models may vary slightly.

CARRIAGE ASSEMBLY

/ " 0 - - SHORT LINK

WASHER:-------,l-\\ll

a;:;"",,=--- BUSHING

WASHER
FITTlNG------

DETAIL

ALL CONSTELLATIONS
Several reports have been
received concerning the excessive wear of the wing
flap short link rollers (see illustration). Investigation
of this problem revealed that excessive wear is caused
by the following conditions:

When the AN31O-6 nut on the short link roller

is overtightened, the bearing may be preloaded to
such a degree as to cause brinelling, which in turn
will probably cause the bearing to seize. Because the
outer race of the bearing is cemented to the sleeve,
seizing of the bearing will cause the sleeve to rotate
in the short link during flap operation.

Under some load conditions, the high drag created by the sleeve rotating in the short link will
cause the seized roller assembly to skid in the flap
track. The skidding action will create flat spots on
the roller and may result in jamming of the
mechanism.
To remedy this situation, it is recommended that
the AN31O-6 nut be tightened no more than finger
tight, as specified on the engineering drawing. This
information will be included in the applicable maintenance manuals at the earliest possible date. ... ...
25

piN 4914lO-1Dollod,,_iIy
isinl.........
itIo~
PIN <I70116'3 _
_iIy

Iwt provides improved ktbrication.

DlSCOIlNECI
SPLINE SHAFT

piN_lOll
IlIIlKl1lI ASSElIIlY

WARNING
LAC and WAD do nol approve the practice
of installing oil deflector assemblies during
engine overhaul on any engines which will
be operated under the following conditions:
REMOVE WIIGHT AEIO

rlN 4lIl23 oa.

SEAl ASSEMIIlAND
PIN 113366 GASl~

\j

EN6IIll,
PAD FAU,

lEAl OIL SUMP

,.FWP

i
'

location of Oil Deflector Assembly in Right Hand

Generator Drive on Engine Accessory Section
1049 BASIC, 1049C, 0, E, G, H, AND 1649A The LAC
cabin supercharger disconnect assemblies with the
engine oil lubrication feature have been in service
for more than two years (see Digest. Vol. 1, NO.3).
In this time they have definitely provided increased
service life and reduced maintenance and overhaul
costs.

Several cases have been reported, however, in

which disconnect assemblies failed because of insufficient lubrication. In each case the engine had been
changed but the oil deflector assembly, (see illustration) which furnishes lubrication to the disconnect
assembly, had not been installed in the replacement
engme.
To prevent this, the oil deflector assembly may be
installed in most Constellation or Starliner engines
at time of engine overhaul. LAC has obtained
approval from Wright Aeronautical Division allowing this practice by operators, provided that the
restrictions noted below are observed.
26

1. When the using aircraft employs

six-generator electrical system.

the

2. When the right hand generator drive

of the engine might be used to operate any
accessory other than the cabin supercharger.

During overhaul of engines not restricted by the

two notations above, the WAD PIN 428123 oil seal
assembly should be removed from the right hand
generator drive pad of the engine and if serviceable,
retained as a spares replacement for future use. Next,
the LAC oil deflector assembly PIN 491490-1, or
the superseded assembly LAC PIN 470186-3, should
be installed in the same location on the engine. LAC
PIN 491490-1 deflector assembly is interchangeable with the superseded PIN 470186-3, but provides improved lubrication because of closer design
tolerances.
After the LAC oil deflector assembly has been
installed, the accessory drive cover and a new gasket
should be reinstalled and the nut properly torqued.
This cover should not be removed unless the engine
is used in an outboard position on the aircraft, and
the right hand accessory drive is required to operate
the cabin supercharger. If such is the case, the accessory drive cover should not be removed until the
cabin supercharger shaft disconnect assembly is to
be installed.
.... ....

The operating linkage for the carburetor ram air and alternate air doors requires periodic
lubrication. The forward lube fitting on the ram air
door link is not easily accessible on some early versions of the upper cowl panel equipped with ram air
doors, because a screw-fastened access panel must
first be removed. Consequently, this fitting may sometimes be neglected during lubrication.
1049 SERIES

A I-inch diameter hole drilled through the access

panel in the location shown in the illustration will
admit the grease gun to the fitting without having to
remove the access panel.

Added Hole in Engine Upper Cowl Panel Makes lubrication Easy

Upper cowl panels installed on later serial aircraft

have an elongated slot in the access panel. This panel,
PIN 465994-63, may be used to replace the earlier
access panel, PIN 465994-37.
A A
---~---~~~~~~-~--------------------I

COMMERCIAL

SERVICE
BULLETINS
PENDING

SUPER CONSTELLATION SERIES

1049

S8 No.
2928

Approx
Release

2976

May
1957

Subject
Replacement of Hydraulic
Pump Pressure Lines in
Nos. 1,2, and 4 Nacelles
Revisions to Curtiss Steel
Propeller Conduit

2977

May
1957

Revision to Vacuum Pump

Oil Separator Return Line

May
1957

Description of Change

Similar to 1049/SB-2889 except is applicable only to

Nos. 1, 2, and 4 nacelles (see Digest Vol. 3, No.4).
Provides new brush block and steel conduit fittings to
obtain adequate pin engagement (see Digest Vol. 3,
No.5).
Increases the line size to preclude interchange with the
fuel vapor separator line (see Digest Vol. 3, No.5).
27

TECHNICAL PUBLICATIONS FOR TRANSPORT AIRCRAFT

110)

CllI

CAA APPROVED AIRPLANE FLIGHT MANUALS

MODEL

LAC REPORT
NUMBER AND
REVISION DATE

APPENDIX
I

APPENDIX
II

APPENDIX
III

APPENDIX
IV

APPENDIX
V

APPENDIX
VI

LR 5817
15 De, 1955
LR 6028
7 Dec 1956

23 Mar 1951
7 Dec 1956

(Deleted)
18 Apr 1955

1 De, 1947
7 Dec 1956
(Supplement A
2 June 1955)

22 Dec 1947
(Deleted)

10 Mar 1953
7 Dec 1956

14 Sept 1955

049 and 149

649 and 749

1049
1049C and E with Curtiss Elec
Props (Reissued 1 Nov 1953)
1049C and E with Hamilton
Standard Props (Reissued

15 Oct 1953)
l049G with Curtiss Elee Props
(Issued 20 June 1955)
1049G with Hamilton Standard
Props (Issued 5 July 19551
1049 D/Ol 1049H
1649A with Hamilton Standard
Props (TWA ONLY)

LR 7787
8 Feb 1957
LR 9153
10 May 1956
LR 9154
30 Mar 1956
LR 10051
7 Dec 1956
LR 10052
18Jan1957
LR 11020
21 Jan 1957
LR 11560
29 Mar 1957

25 Mar 1955

8 Feb 1957

10May1956

31 Mar 1955

30 Apr 1956

25 May 1955

049

Maintenance

Instructions

Structural
Repair
Maintenance Ports

Manual
I ntegral Fuel and

Oil Tonk Sealing

Powerplant
Buildup

31 Mar 1955

30 Mar 1956

15 Dec 1955

(10490 only)
31 Jan 1956

10 May 1956

Revision dote applies to all sections of this manual

COMMERCIAL PUBLICATIONS AND AIRPLANE MODEL

649

749

LR 5795
15 June 1953

Catolog
Crew Operating

SUPPLEMENT
D

SUPPLEMENT
C

Revision date applies to all sections of this manual

149

SD/2680
15 Sept 1948
LR 5886
15 Dec 1954

SUPPLEMENT
B

Revision dote applies to all sections of this manual

\
TITLE

SUPPLEMENT
A

Feb 1952

LI 6027
1 Jan 1957

1049

1049C

1649A

1049H

1049G

1049E

1 Mar 1957

LR 7788 and
LR 7963
1 Feb 1953
LI7789
15 Sept 1956

LR 8681
1 Oct 1956
LI 8882
15 July 1956

Dec 1952

Apr 1957

LI7786
15 Apr 1957

1049D

LI 8758
1 June 1956

LI 11885
1 Mar 1957

LI 9814
1 Apr 1956

LI 10050
1 Jan 1957

June 1957

June 1957

LR 11360
15 Mar 1957

LI11561
1 Apr 1957

LR 5909
1 June 1955

Instructions
Cargo Loading
Instructions

LI 10038
15 O,t 1954

LI12107
1 Apr 1957

MILITARY PUBLICATIONS AND AIRPLANE MODEL

TITLE
Flight Handbook (.1)
Maintenance Instructions (-2)

Structural Repair (-3)

Illustrated Parts Breakdown (-4)

R7V-l
AN 01-75CMA-

C-121A
T.0.1C-121A-

C-l21C
T.0.1C-12IC-

IC-121C
T.O. 1C-121 IRI C-

RC-121D
T.0.1C-12111ID.

WV-2
AN 01-75CKC-

1 Sept 1956

1 Jan 1956

1 Aug 1956

15 Apr 1956

1 Jan 1957

15 Dec 1956

15 Feb 1956
AN 0175CM3
1 Aog 1956
1 Feb 1956

15 Jan 1957

15 Mar 1957

15 Jan 1957

1 June 1956
1 Mar 1956

14 Jan 1957
1 Nov 1956

15 Aug 1956
1 Aug 1957

20 Feb 1956

15 Apr 1956
1 Aug 1955

1 Dec 1956

1 Apr 1957

15 Mar 1957
15 May 1957

VC-121E
AN 01-75CMA
ISUPPLEMENTS)

WV-3
AN 0175CKC

15 Feb 1957

15 Apr 1957
1 June 1957

VC-l2lB
INCLUDED WITH
lC121A-

15 Mar 1956

1 Jan 1955

AN 0175CM3
1 July 1954
1 Jan 1955

1 Mar 1956

YC-12lF
T.0.1C121IRlC
ISUPPLEMENTS)
T.O. 1C121 (Y)Fl
I 0,t1956
1 Dec 1956

15 Sept 1955
15 Feb 1956

AN 0175CM6
Rsissued

Reissued
Inspection Requirements (-6)
Cargo Loading Instructions (9)
Power Package Buildup
Instructions (-11)

1 Jan 1953
15 Apr 1955

15 July 1956

1 Jon 1957

1 Aug 1955

AN 0175CM6
1 July 1954

15 Sept 1955

..

The Lockheed Parts and Service Organization

D. S. Stevenson, Director
FIELD SERVICE AND TRAINING DIVISION

.N. M. Harrison, Manager

Field Service Planning Dept.

Field Service Transport Operations Dept.
Field Service Fighter & Patrol Operations Dept.
Field Service Training Dept. . . .

R. G. Richards
E. G. Mellon
C. R. Pittman
I. l. larson

R. A. Barnard, Manager

SPARE PARTS DIVISION

Commercial Spares Dept.
Military Spares Dept..
Spares Stores Dept.
Spares Technical Dept.

T. E. Mason
'. W. A. Marco
W. M. lowe
E. Scott

CONSTELLATION FIELD SERVICE REPRESENTATIVES

LOCATION

NAME

MAILING ADDRESS

TELEPHONE

L. E. Collins
Resident Service Representative

cIa Flying Tiger Lines

Lockheed Air Terminal

PO 1-5157
Ext. 302 or 303

Miami, Florida

V. H. Freitag
Regional Service Representative

c/o Eastern Air Lines, P.O. Box 787

Int'l Airport Branch, Miami 48, Fla.

NEwton 4-3571
Ext. 560

New York City, New York

F. W. Gates, Jr.
Regional Service Representative

Room 2-E-14
Hangar No.2, N.Y. Int'l Airport, Jamaica 30, N.Y.

OLympia 6-5314
or 6-5315

Room 2-E-14
Hangar No.2, N.Y. Int'l Airport, Jamaica 30, N.Y.

OLympia 6-5314

COMMERCIAL
Burbank, California

New York City, New York

C. W. Price
Resident Service Representative.

at 6-5315

Kansas City, Kansas

R. T. Slusser
Regional Service Representative

TWA Overhaul Base, Room 102

Fairfax Airport, Kansas City, Kansas

DRexel 1-5680
Ext. 50

Sydney, Australia

E. L. Duclos
Regional Service Representative

cia OANTAS Empire Airways

MU 042, Ext. 211

Mascot N.S.W.

Bombay, India
Karachi, Pakistan

J. R. Gipson
Resident Service Representative {

Rio de Janeiro, Brazil

S. E. Lucas
Regional Service Representative

Amsterdam, Holland

G. H. Smith
Regional Service Representative

Paris, France

B. J. Bruno
Resident Service Representative

Hangar 58, Kingsford-Smith Airport

Mascot, N.S.W., Australia
cIa Air India International
Santa Cruz Airport, Bombay 29, India
cIa Pakistan International Airlines
T-Shape Bldg., Civil Airport
Karachi Airport, Karachi, Pakistan
cIa John I. Wagner, Av. Franklin Roosevelt 39
14 Andar, Sola 1411, Rio de Janeiro, Brazil
Lockheed Aircraft Hangar No.9
PTT Schiphol Airport
Amsterdam, Netherlands

60076, Ext. 226

Bombay
(Santa Cruz)

25-2165
Rio de Janeiro
.62411, Ext. 556

6 Route de Versailles
Petit Champlan Longiumeau
Seine et Oise, France

GoBelins 45-85
Ext. 51-64 Paris

P.O. Box 218, Naval Air Test Center

Patuxent River, Maryland

Volunteer 3-3111
Ext. 645 or 251

P.O. Box 1766

Yukon, Florida

Evergreen 9-7711
Ext. 8217 or 8284

NAVY
Patuxent River NAS, Maryland
Jacksonville NAS, Florida

D. H. Horadam
Regional Service Representative
C. R. Kelley
Resident Service Representative
C. F. Wernle
Resident Service Representative

AIRTRANSRON 8 IVR-8), Navy #128 FPO

4-0511, Ext. 42296

cia Postmaster, San Francisco, California

Hickam AFB

F. R. Swanson
Regional Service Representative

P.O. Box 1010, McClellan AFB

McClellan, California

Wabash 2-1511
Ext. 3123

P.O. Box 1010, McClellan AFB

McClellan, California

Wabash 2-1511
Ext. 3123

Directorate of Aircraft
Deputy for Materiel EADF
Stewart AFB, Newburgh, New York

Newburgh 4900
Ext. 746 or 8128

AIR FORCE
McClellan AFB,California
McClellan AFB,California
Stewart AFB, California

R. E. Ripley
Resident Service Representative
E. C. Joslen
Regional Service Representative

Charleston AFB, South Carolina

D. E. Markley
Reside':'t Service Representative

Lockheed Box
Charleston Air Force Base
Charleston, South Carolina

Charleston 4-4211
Ext. 3469

Otis AFB, Massachusetts

R. P. Mcintyre
Resident Service Representative

P.O. Box 336

Pocasset, Massachusetts

Cataumet 700
Ext. 2536

Washington, D.C.

H. D. Sale
Resident Service Representative

Norton AFB, California

D. C. Swalla
Resident Service Representative

111 So. Kensington St.

. Arlington, Virginia
cIa Directorate of Flight Safety Research, Ftr. Br.
Norton AFB, San Bernardino, California
All: Lockheed Service Representative

Liberty 5-6700
Ext. 71920
San Bernardino
9-4411, Ext. 5131
or 6216