I

A NEW MEMBER JOINS THE AIR FORCE TEAM

MEET THE HERCULES

Information contained in this bimonthly issue of the Lockheed Service News is considered by Lockheed Aircraft Csrporarian, Georgia Division, to be accurate and authorative. I t should not be assumed, however, that this material has received approval by the United States Air Force or any other governmental agency unless it is specificdlly noted. Written permission must be obtained from Lockheed Aircraft Corporation before republishing any material in this issue. The following marks are registered and owned by the Lockheed Aircraft Corporation: "Lockheed", "Hercules". Address all communications to Lockheed Aircraft Corporation, Georgia Division, Marietta, Georgia; attention, Field Service Department, Service News Editor.
COPYRIGHT 1956 BY LOCKHEED AIRCRAFT CORPORATION GEORGIA DIVISION, MARIETTA, GEORGIA

-. .

The prop-jet installation coupled with the landing gear design permits advance base operations with high payloads.

meet the

HERCULE
: +

This new prop-jet, troop and cargo carrying transport is being produced at Lockheed's Georgia Division, Marietta plant. For several montha C-130A airplanes have been put through their paces at various A i r Force test sites. Regular field use will begin this fall with the first aircraft going to the ~ a c t i c a l Air Command's 18th Air Force at Ardrnore Air Force Base. rhe Hercules was designed to meet a variety of military requirements. Its cargo compartment, approximately 41 feet long, 10 feet wide, and 9 feet high, can handle a payload of better than 39,000 pounds. Air drop of equipment may be made by opening the ramp door at the aft end of the compartment. Or the airplane may be quickly converted to carrying personnel -92 troops, 64 paratroops, o r 74 litter patients may be carried.

The airplane is capable of top speeds better than 370 miles per hour. Take-off can be made in lese than 1500 feet w t a gross weight of 100,000 pounds. ih The airplane can get to 2,500 feet in one minute o r l e s s , climbing at a 25 to 30 degree angle. With 5,000 gallons of fuel it can cruise across the continent non-stop at 330 miles per hour carrying almost 26,000 pounds of cargo.

The four Allison T56-A-1 turbo-prop engines, rated at 3750 ESHP (equivalent shaft horsepower) each, provide sufficient power for operation from short, hastily prepared airstrips. Under extreme conditions, the airplane's assisted take-off (ATO) provisions may be used to give an additiond 8,000 f'iees pounds thrust during take-off. Landing roll. on the L A _ other hand is reduced by placing the Aeroproducts propellers in reverse pitch and using the anti-skid

j7A

meet the

brake system. This device permits maximum braking without skidding the tires. Ground roll on landing t e airplane a a gross weight of 100,000 pounds h t is 1,000 feet. The main landing gear has two wheels installed in tandem on each side of the fuselage. A screw jack for each gear, powered hydraulically, vertically retracts the gear into fuselage well areas. When landing on dirt o r sod, the aft wheels are benefited "Ye compacting action of the forward wheels.

Lockheed Service News

systems w t pumps ih pressure. Flaps,

and elevators receive power from the booster hydraulic system and in part, from the utility hydraulic system. Normal ramp and rear cargo door opera-

and crew. Missions are planned

Pressurization and a i r conditioning a r e provided for both the crew and cargo compartments. An 8,000

TC) se&s as the airA gas turbine comp plane's auxiliary power unit. It provides compressed

External pylon tanks may be installed, one under are protected by self-sealing blankets and an explosion-surpression system. Additional fuel is not carried when these tanks a r e installed, b l t rather

air conditioning system. In addition, the GTC drives an a i r turbine motor which has geared to it a hydraulic.pump and a DC generator. Thus, the airplane has its own source of pneumatic, hydraulic, and electrical power for ground operation.

November

- December

1956

C-130A HERCULES

DIMENSIONS
Wing span . . . . . . . . .132.6 ft. Length . . . . . . . . . . 97.7 ft. Height. . . . . . . . . . . 38.3 ft. Tread. . . . . . . . . . . 1 4 . 3 ft. Horizontal stabilizer span. . 53.7 ft. Prap ground clearance . . . 60.0 in.

WEIGHT
Design gross . . . . . Alternate gross . . . . Operating weight empty.

. . .108,000 1b. . . .124,200 lb. . . . 61,300 1b.

ENGINES
Mfr. Model. . . . . . . . Type Take-off power, each. Normal power, each ratio

PROPELLERS
Mfr. . . . Diameter . No. blades

. . . . . . . . . . .Allison . . .T56-A-1 . . . . . . . . . . . .Turbo-prop . . ,3750 E W

. . . . . . . . .Aeroproducts . . . . . . . . . 15 ft. 1 in. . . . . . . . . .3

. . . .38TB . . .12.5/1

ASSISTED TAKE-OFF
Eight 1000 lb. thrust AT0 units

FUEL
Specification. Grade.

OIL

. . . . . . .M&F. . . . . . . . . .JP-~
. . . . 4 1 ft. 5 in. . . l o ft. 3 in. . . 9ft. l i n .

Capacity . . Specification

. . . . . . . .32 U. S. gal. . . . . . . . .MIL-L-7808A

CLEARANCES
Cargo Compartment Length. . . . . Width . Height. .

Side Cargo Door Width. . . . . . . Height . . . . . . Height from ground. Paratroop Doors Width. . . . . . . Height . . . . . . Height from ground.

... . . .

...

. 6 . 7 ft. . 6 . 0 ft. . 3 . 4 ft.

Ramp Loading Door Width Height. ight from ground

. . . . . . . . . . l o . 0 ft. . . . . . . . . . 9 . 2 ft. . . . . 3 . 4 ft.

...

...

. .

. 3 . 0 ft. . 6 . 0 ft. . 3 . 4 ft.

CARGO COMPARTMENT VOLUME

4,300 cu. ft.

PERSONNEL
Crew (normal). Troops (max. ) o r Paratroops (max. ). o r Litters. with attendants . . o r Litters. with attendants

o volume, 100 inches

. . 3,680 cu.

ft.

. . . . . . .4 . . . . . . . .92 . . . .64 . . . . . . . . .70 ....6 . . . . . . . . .74 . . . . . .2

Lockheed Service News

[ OVERALL DIMENSIONS

November December 1956

WING

STATION DIAGRAM

STATIONS

Lockheed Service News

d o o r o a t b e " ~ ~ l e f t ~ i t i d e o i t h e & w -OIJyThree

lags. 3fm t$aor i M q e d at the Wtom a ~Mqp s &

cn&wc&B8dtdoam.

Walkup.
islPQ.
\

r-;

in front of you is a ladder to the fi*t

sta-

A m Wecessary R@@t@er the airplane 1 the landing g e ~ .

re taxi out for take-

am stowed & the ~ - m x to the & flight deck ladder. To date, no stock number has been assigned to the nose gear lock.
Control Surfaces Hydraulically Snubbed On Ground

Each of the control surfaces -ailerons, rudder, and elevators is operated through a hydraulic booste r system to reduce the force required bg the pilot in moving the controls. These same booster units give protection to the control surfaces when the airplane is parked in strong winds or guste. The booste r s give a hydraullic snubbing action which allows the surfaces to mcwe slowly but prevents them from banging hard against their stops. Booster system hydraulic pressure is mt required for this snubbing action.

1 1

se Jack Fitting (P/N 337369) ing Jack Pad (P/N 347328)

2. NLG Ground Lock (P/N 358938) Outer Wing Tiedown Fittings (P/N 354791)

3. MLG Ground Locks (P/N 353023) MLG Jacking and Towing Fittings (P/N 353023)
4. thru 6. see "Protective Covers and Plugs, '

next ome.

Lockheed Service News

Following are those plugs and covers used to protect the airplane in adverse weather. Install these covers and plugs fn accordance with base directives. Except a s noted, all of these covers and plugs are carried in the airplane as loose equipment. The number in the "Where Stowedtt column locates the item on the stowage diagram on the opposite page.

NOTES: *Used also as a proteotive plug. **Air Fome stock serial number unassigned at date of publication. ***Not included as loose equipment; procure from Air Force Supply.
November December 1956

1 1

Now comes the exception. It seems like there are always exceptions, but this one isn't complicated. There are four airplanes which have an earlier tow fitting design. These aiqlanes, AF53-3133, AF541621, AF54-16 26, and AF54-1627 were too early in the delivery schedule to have the AN^-11 bolt

Now let's look into this business of nose gear towing. Use a Universal tow bar, P/N 601364-1 (Air Force Stock No. 8200-903035). Make sure there is at least 24 inches between the upper and lower torque arm bolt centers. Nine times out of ten there will be but check it During a turn there will be interference between the tow b a r and the
9

Lockheed Service News

r.

fuselage structure if this dimension is l e s s than 24 inches. Inflate the nose strut as shown in the Maintenance Handbook, T. 0. 1C-130A-2-1 to get this dimension. Before towing, discormect the nose gear torque scissors. The airplane can be towed with the scissors assembled but there is steering system friction to overcome. Also, turns a r e limited to 60' either h side of t e airplane centerline due to the steer limit h stops. Disconnecting t e scissors permits turns in e x c e s s of this amount; the main landing gear is stressed to take these side loads as long a s a forward movement is f i r s t started. Then too, you don't have to worry about the man in the flight station getting his fingers all wound up in the steering wheel while it's following the gear movement. Anyway, disconnecting the s c i s s o r s is no problem. Release the spring-loaded disconnect handle on the upper torque arm; unscrew the connecting bolt; replace the handle; secure the upper torque a r m to the gear strut; and swing the lower arm downward to clear the strut gland nut. Getting these torque a r m s out of the way is a must. There has been at least one instance where this wasn't followed; the strut was damaged due to interference of these parts a the gear was turned. s

Station a man in the copilot's seat to operate the brakes. With no power on the airplane, brake hydraulic pressure is maintained by operating the hydraulic hand pump. The pump is located on the floor next to the copilot's seat. It takes a lot of pumping to maintain pressure, and with no power on the airplane the two brake pressure indicators on the copilot's instrument panel will not be operating. However, you have an indication of pressure by the feel of load building up on the hand pump.

This information can be used to advantage when towing is required soon after engine shut down. The utility and the emrgency systems will be chargrtd with 3000 psi from the engine and ATM hydraulic pumps and will hold this pressure in the brake lines for some time. This will usually give f w brake applications from the utility system a c m a u l a t o r and two additional applicatbne from tbe exswgemy system accumulator before system presratl3?er i exs hausted. So it's a good idea before starting to tow to check these brake accumulator gages. Remember, the gages have to read h v e 1MH) psi before you have an iudicatim of hydraulic presmre. You will find the gages installed on tibe aiqs &tunes of t m e wheel well. The left side is far the amsrb gency system and the right side, the utilfly ~~stern. A third accumulator and gage is on the right side just forward of the utility accumurator gage hut is of no concern during towing. It is a pressure modulator used in the anti-skid system.

B t them is a pressure indication that can be checkea u before towing is started. Brake pressure is supplied by two hydraulic systems, the utility system and the emergency system. There is an accumulator in each of these systems. Each accumulator has a pressure gage, primarily used to check accumulator air pressure. However, you cancheck system hydraulic pressure a s well. When there is no hydraulic pressure, these two gages will indicate the accumulator air charge, normally 1500 psi. When system hydraulic pressure is greater than 1500 psi, it may be read directly from these gages. Normal system pressure for both the emergency and utility hydraulic systems is 3000 psi.
November

- December 1956

Main Gear Towing - f Methods

Your Choice

When the load is too great for nose gear towing, such as on soft fields o r on inclines, tow from the m i landing gear. You have a choice of two methan ode. You,can use two tractors each with a single cable to one main gear. Or a s an alternate use 'q only one tractor with each gear cable attached to the tractor lug. With this last methad though, only small turns can be made during forward towing due

to interference between the cables and the nose gear structure. You can pull approximately 14,000 lbs. at a side angle of 15" on each gear without danger of having the gear tow fittings fail. With the two cable method, attaching the nose gear tow bar will aid in turning t e airplane. h Now, about tow fittings and cables? You will find two fittings stowed in a box just inboard of the flight station ladder. These can be identified by the P/N 347301.

'a '8

Balance Chart
DltAW A LINE FROMTHE lNlTlAL GROSS WEIGHT TO THE INITIAL CG. STARTING WHERE THIS LINE CROSSES LINE "A". PROJECT HORIZONTALLY TO THE COLUMN REPRESENTING THE NUMBER OF ENGINES TO B REMOVED. READ THE AMOUNT OF BALLAST E REQUIRED. THlS CHART HAS A SAFETY FACTOR WHICH WILL ALLOW THE ADDITION OF 1000 POUNDS AT FUS STA 1000.

, . -' +

I
535
540

530

545

550

600

LlNE

Lockheed Service News

"%n\*

'$ .

mkiKg %...A
The fittings can be installed on any main gear strut, either the left o r right, fore o r aft. Attach the fitting to each strut by means of pins which a r e part of the fitting assembly. There may come a time when theae fittings a r e lost o r misplaced. Additional ones a r e available in supply under Stock No. 8200-023180-3. You won't find the tow cables a s p a r t of the airplane's loose equipment. The idea here is to use what you have on hand, if it is strong enough and long enough. One-half inch, six strand, steel cable o r better is required. However, if you don't have this cable, several s e t s of made-up cable assemblies for the C-130A a r e carried in Supply. For two-tractor towing, 38-foot bridle assemblies, P/N 402537, may be ordered from Supply under Stock No. 8200-127107-3. When the one-tractor-converging-cable s method is used, bridle assembly, P/N 402536, consisting of two 50-foot cables joined at a central M e , is available. This may be ordered under Stock No. 8200-127107-4.
Ballast M a y Be Needed If Engines Are Removed

g~~round

loading conditions may tip over on its tail during towing. Refer to the Balance Chart on these pages to determine if ballast i s necessary. When ballast is added, especially in the form of lead pigs, lay l/2-inch o r better wood planking over the cargo floor. Start next to the fuselage station 245 bulkhead and work aft. Do not put more than 1000 lbs. of ballast p e r linear foot of floor. That is, 1000 lbs. between stations 245 and 257, the next 1000 pounds between stations 257 and 269, and s o on. An airplane with only its propellers removed does not need ballast.

Remember These Rules

To avoid collisions, station a man at each wing tip, the tail, and at the flight station brakes. Observe good towing technique; tow slowly with no quick starts or stops. When towing, start the airplane rolling before turning the nose gear.

With engines removed, an airplane under unusual

Turning
NOSE GEAR IN 60" TURN

WING TIP RADIUS B. NOSE GEAR RADIUS. C. OUTSIDE MAIN GEAR RAD D. INSIDE MAIN GEAR RAD
A.

..... ...

"

......

November December 1956

When to moor. When to evacuate. How to moor.

Mooring
A W

Know when to moor, when to evacuate, and how to moor and there is no danger of the C-130A being damaged by high winds. It isn't quite as simple as it looks, though. There a r e a lot of variables you have to consider, but with the help of charts you can get all the answers. F o r example, let's consider the wind velocity at which the airplane must be moored. This depends on the airplane's g r o s s weight, the ground conditions, and the physical aspects of the airplane; that is, on jacks, tail removed, and the like. The Mooring Chart on this page accounts for all these and indicates the maximum wind before mooring is necessary. The next item-the maximum wind before evacuation to a safe weather area is necessary -is a bit more complicated. You have to consider the mooring pattern available, and the strength o t e mooring attachf h
MOORING CHART
(Maximum wind velocity for unmoored aircraft)

ments. The Airplane Evacuation Chart will then give h you t e answer. More thinking has gone into the preparation of this chart than what meets the eye. Notice that two curves are shown. The upper curve i s for mooring to the typical ground anchors found in the paved areas at most Air Force bases. The eyes of these steel anchors have a 5/8-inch cross sectional diameter and have an ultimate strength of 10,000 lbs. The lower curve is for mooring on unpaved areas where the AN8015-2 mooring kit is used. These anchors, which a r e hand-driven into the ground, a r e good for 3,000 lbs. Also considered in the preparation of this Evacuation Chart is the mooring pattern used. You will find that a 30 foot staggered grid is standard for the paved ramps throughout the Air Force. Unfortunately, this is not a desirable pattern for mooring the C-130A
A/C EVACUATION CHART
(Maximum wind velocity for moored alrcraft)

E
I4

8 100 5F

1 p*

I
20

W P 4
60,000 80,000 100,000 120,000

70

"
60 60,000 80,000 100,000 la0,OOO A/C GROSS WEIGHT (LB. \
Lockheed Service News

A/C GROSS WEIGHT (LB. )

?p=-$:

t~iround

wing-tip-to-wing-tip. However, the pattern lends well to mooring nose-to-tail. Refer to the 30-foot grid pattern on these pages and you will see what is The second mooring pattern shown is for mooring on unpaved areas. It is the optimum pattern when each mooring kit anchor can be positioned according

Position Each Airplane Carefully In The

Refer again to the 30-foot grid pattern. Notice the 34-inch dimension between the nose ground anchor and the nose gear lug. There isn't much leeway with this dimension since the nose tie is so close to the gear scissors and the nose structure. So it's a good idea to install the nose tie first. Chock the main gear using Type A-2, Stock No. 8200-159005 chocks. Firmly wedge them in front of the forward wheels and behind the aft wheels. Tie the fore and aft chocks together. No chocks are needed for the nose gear wheels.

.$,Handling "A.i

30- Foot Pattern Now for the "how to moor" details. There is a permamntly installed mooring fitting on each wing rear beam;you can get to them through access doors at the outer wing splice. Two fittings are installed on the underside of the fuselage just aft of the horizontal stabilizer leading edge and, there's a tie down lug on the nose gear strut. Additional mooring fittings

With this pattern, only the nose gear lug, the two inboard wing fittings and the two tail fittings are used. Additional ties are not necessary. Use 3/8 inch plain steel cable o r 1-1/16 inch manilla rope for all ties. These a r e good for 10,OO0 lbs. and would fail at about the same time as the ground anchors. There is no need to worry about failure of the airplane fittings when this size cable o r rope

main gear, may also be used for tie down. These mooring applications. For example, flight line experience has shown tying down the outer wings at the pylon attachments makes it much easier for men to work in the outer wing a r e a during gusty
November December 1956

For the standard 30-foot staggered grid, leave 9

inches slack in the wing forward ties, 15 inches slack

in the wing aft ties. This is in case tires o r struts on one side of the airplane go flat, which raises the

snug, with no notioerrble slack, but do not draw them Use two mooring c a b h s on each wing. Attach each to one s e p a r a $ ~ l y the airplane, not to each other. Install &m sliawkbs in the wing fitthgs and then tie the cables t o the shackles. The wingfiWngs have 2-inch diameter eyes and a m slightly recessed in the wing. The shackles will give greater dearance between the mooring cableee and wing surface a s well a~ making it e a s i e r to install t e cables. h The &mMes &odd have a c m s - s e c t i d dimeter of 5/8 inch o r better w t pins which a r e S/4 inch ih in diameter. Also install shackles in the tail mooring fittings. The eyes of these fittings are one inch in diameter.

Wing Fitting

,*

Use Different Pattern When Mooring Off Pavement

The "Mooring On Unpaved Areas" pattern is the optimum when ~~8 can be installed as desired. Two nose ties are h d instead of only one tie. This gives better cable clearance and more resistance ta nose side loads. Use 9/16-inch manilla rope o r better. Leave 12 sE k inches slack in et B wbg tie; make the tail d nose ties snug. The lao&ipg kits, P/N ANBOlS-2,may be o d from Ebgply under E w No. 8200-416300. hk In each kit are -or rods, &ws, and a driving b rod for sinking t anchors into the ground. After f the anchor eye is within three irwfres o ground level the arrow's prongs are spread, securing the anchor. Each of these kit^ oontain 15 anchors. Head the airplane into the wind, if possible, and leave at least a wing span between aimraft. Qlock e main wheels ae described above.
Leave No Cable Slack If Airplane I s

Tail Fittina

L
On Jacks

Nose Lug

This won't happen once in a blue moon. But, if the airplane is on jacks and you can't get it down before a storm hits, moor it firmly where it is. USE CABLE, NOT ROPE. Draw each cable up tight so the airplane won't lift up off the jacks. If the pattern permits, use two cables on each pylon mooring fitting as well.
Lockheed Service News

LOCKHEED AIRCRAFT C 0 R P 0 RAT 1 0 N ,

GEORGIA DIVISION

FIELD SERVICE DEPARTMENT

Manager, Technical Group Supervisor, Service School Supervisor, F~eld Operations Supervisor, J. 1 Stoddard . T. H. Neighbors, Jr. W. N. Timm T. J. Cleland

REPRESENTATIVES ON FIELD ASSIGNMENT

EGLlN AIR FORCE BASE SACRAMENTO AIR MATRIEL AREA

< -

ARDMORE AIR FORCE BASE J. M. Clarke *

d
"

EDWARDS AIR FORCE BASE J. C. Gamood *

H. D. Sorina*)

.____

F. N. Navickas

RESIDENT REPRESENTATIVES

ED A I R C R A F T
OR~f$:i,RATION
k *
.. ' . , :

G E O R G I A

D I V I S I O N G E O R G I A

M A R I E T T A ,