VOL. 3. NO.

2, APRIL - JUNE 1976

4 SERVICE PUBLICATION OF LOCKMEl;O ·GEOR(HA CO!\~ Pl\NY , A D IVISION OF LOCKMEEO AIRCl t/\FT CORPORATION

----- ••
~ ~----·

Hercules Air Conditioning

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A SERVICE PUBLICATION OF
LOCKHEED-GEORGIA COMPANY
A DIVISION OF
LOCKHEED AIRCRAFT CORPORATION

Editor
Jay V. Roy

Associate Editors
James W. Buttram
Air conditioning is a matter of comfort. If you have never become
James A. Loftin
accustomed to it, you don’t miss it. But once you become
Art Direction & Production
accustomed to it and don’t have it, the squawks start. As with
Anne G. Anderson most aircraft systems, the Hercules air conditioning system is not a
system where you can always immediately pin point the trouble. It
generally requires troubleshooting - and often the best question is
where to begin.

We believe troubleshooting begins with a good basic knowledge of

the system. With this in mind, we will present in simplified form
the basic components in the air conditioning system, their
relationship to each other, and then show the operation of the
complete system. We will address ourselves primarily to the cargo
compartment air conditioning system; in general, you can also
apply this information to the flight station system.

In an effort to make this article all inclusive, we will begin with the
first Hercules system and add the changes that have been
incorporated. We will include the temperature control system
Cover : Three early Hercules changes through LAC Serial 4652. Beginning with LAC Serial 4653
photographed from the cargo com- a new Auxiliary Power Unit and new refrigeration packages are
partment of another Hercules. installed. These will be covered in future articles.

Vol. 3, No. 2, April -June 1976

CONTENTS Director T. J. Cleland

2 Hercules Air Conditioning CUSTOMER SERVICE DIVISION

Manager 0. L. Braund
12 Troubleshooting the System
Field Service & Inventory Mgmt A. H. McCrum

Customer Training A. R. Love

15 Keep Up the Pressure in
JetStar Support H.L. Burnette
JetStar Tires
Spares Stores & Shipping J. K. Pierce

Star Tip CUSTOMER SUPPLY DIVISION

14 Cracked Propeller Dome Shell Manager M. M. Hodnett

Supply Procurement R. C. Weihe

Supply Systems & Inventory Control C. K. Allen

Supply Sales & Contracts H. T. Nissley Jr.

Supply Technical Support J. L. Thurmond

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 - -
ditioning

The Cargo Compartment System

The air which exits from the outlet ducts in the

cargo compartment is a mixture. It starts out as
bleed air from the engine, at a temperature of
about 600’F. Part of this hot air goes through a
heat exchanger which lowers the temperature to
around 140’ to 200’F. We call this cool air. Part
of the cool air is passed through an expansion
turbine which reduces its temperature further to
approximately 35’F. We call this cold air. A
mixture of cool and cold air is directed through a AIR CONDITIONING CONTROL PANEL
water separator and then to the cargo compartment
distribution ducts. Temperature within the
compartment is controlled by mixing hot air with
3
the cool-cold air going to the distribution ducts.
The temperature control valve regulates this The temperature control valve is actually two valves with
nnxture (see Figure 1). one control. One valve is installed in the hot bleed air
duct, the other in the cool air duct. They operate
together. For example, on a 1 10'F day you would want a
lot of cold air. Both valves would be closed and the
compartment would be getting full cold air from the
expansion turbine. On the other hand, you might be
operating in an Arctic or Antarctic climate and want as
HOT much heat as you can get. In this case, the valve in the hot
BLEED
AIR
bleed air duct would be full open and the valve in the cool
air duct closed. The compartment would be getting a
mixture of hot and cold air, but much more hot than
cold.

The temperature control valve has a visual marker on it

which indicates the position of the valves. The callouts on
the marker are HOT, WARM, COOL, and COLD. The
valve may assume any intermediate position between the
FLOW extremes of hot and cold. Further, both valves in the
assembly are marked so you can tell them apart. The
bleed air valve is marked HOT, and the cool air valve,
COLD.
AIR FLOW

System controls include the Air Conditioning Master

WARM HOT
switch, the Temperature Control switch, and the cargo
compartment temperature rheostat located on the air
DUAL BUTTERFLY TEMPERATURE CONT conditioning panel. Automatic operation or manual
VALVE POSITIONS
operation can be selected by the operator.

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 The position of the temperature control valve, and hence Now to put the thermostats in their control circuits and
the compartment temperature, is controlled by three see how they perform their given tasks.
thermostats:
But first, notice in Figure 2 the three relays in the circuit
n The cabin thermostat is the system’s basic control. It
- the cabin relay, more-heat relay, and less-heat relay.
establishes the temperature base line which the
These relays are part of a control box assembly installed
system must meet. The thermostat is installed within
under the flight deck forward of the 245 bulkhead. The
the cargo compartment on the left side at fuselage
position of each relay directly determines temperature
station 357 (approximately).
control valve operation.
4 I The duct anticipator thermostat is installed in the
ducting downstream from the water separator in the The three thermostats, in turn, control relay operation
right wheel well just forward of the flow control and hence, control the operation of the temperature
valve. It keeps the system temperature at a steady control valve. Let’s look for a minute at the design of the
value . . . prevents excessive hunting (overshooting in thermostats. In schematic form one of the thermostats -
one direction and then going too far in the other the duct anticipator thermostat - looks like this:
direction).

n The hi-limit thermostat is a safety control. It limits

the temperature so that the ducts will not be
subjected to excessive heat. This thermostat is
installed in the ducting above the duct anticipator
thermostat.

DUAL BUTTERFLY TEMPERATURE CONTROL VALVE

Note the heater coil, the three contacts, and the ground.
The position of the mercury in the thermostat column
determines whether the heater coil, more-heat relay, and

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less-heat relay are energized or deenergized. When the thermostat will provide a ground in the less-heat relay
mercury is down in the bulb, a circuit through the heater circuit. The less-heat relay will be deenergized.
coil to ground is possible. With the heater coil energized,
the mercury will rise. However, as soon as the mercury
reaches the low contact a direct electrical path through Refer to Figure 3 and you can see that the cabin
the mercury to ground is provided. The more-heat relay thermostat and hi-limit thermostat are similar but not
and heater coil will be deenergized. If the mercury identical in design. These two thermostats control the
continues to rise until the hi contact is reached, the operation of the cabin relay.

Figure 2 Figure 3
AIR CONDITIONING AIR CONDITIONING
MASTER SWITCH MASTER SWITCH

AIR CON0
AUTO PRESS
AIR COND
MAN PRESS CABIN THERM CABIN THERM
AIR COND BLOWER BLOWER
NO PRESS MOTOR MOTOR

TEMP CONTROL
I -l SWITCH SWITCH
COPILOT’S CB PANEL AUTO COPILOT’S CB PANEL AUTO
OFF OO F F

-WARM
TEMP CONTROL VALVE TEMP CONTROL VALVE
r - - - - - l

IT’S HARD TO BE-

LIEVE, BUT BOTH IN THIS CASE, BOTH
THE R MO S T A T S MU S T THERMOSTATS MUST
BE “ C O O L ” (BELOW BE “HOT” TO OBTAIN
THE RELAY CON- M O R E SYSTEM
TACTS) TO OBTAIN COOLING.
MORE SYSTEM HEAT.

ENERGIZED

CABIN THERMOSTAT RHEOSTAT RHEOSTAT

CABIN RELAY
DEENERGIZED

CONTROL BOX
FIXED VALUE FIXED VALUE
RESISTORS RESISTORS

HI-LIMIT THERMOSTAT HI-LIMIT THERMOSTAT

TEMPERATURE CONTROL VALVE TEMPERATURE CONTROL VALVE

D R I V I NG T O A H O T TE R (MORE-HEAT) POSITION DRIVING TO A COOLER (LESS-HEAT) POSITION

WHEN THE CABIN RELAY AND THE MORE- WHEN THE CABIN RELAY AND THE LESS-
HEAT RELAY ARE ENERGIZED THE TEMPER- HEAT RELAY ARE DE-ENERGIZED, THE
ATURE CONTROL VALVE DRIVES TOWARD A TEMPERATURE CONTROL VALVE DRIVES
MORE-HEAT (HOTTER) POSITION. TOWARD A LESS-HEAT (COOLER) POSITION.

,WHEN THE RELAYS ARE IN ANY OTHER POSITION, THE CONTROL VALVE WILL NOT MOVE
. . . . . . WILL REMAIN IN THE LAST POSITION TO WHICH IT WAS DRIVEN.

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 Automatic Operation, Warm Selection the temperature control valve moves toward a hotter
position.
Now that the bits and pieces have been covered, let’s put
them together into a complete circuit and see what With the relays energized, both the cabin thermostat
happens. Say we have a cold day condition; the Cargo heater and the duct anticipator thermostat heater are
Temperature Control switch has just been placed in heated. The mercury columns in both thermostats rise
AUTO position, the temperature rheostat turned to rapidly. The mercury reaches the low contact of the duct
WARM, and the Air Conditioning Master switch placed in anticipator thermostat first. The more-heat relay is
one of the air conditioning positions: AIR COND GTC, deenergized and the temperature control valve stops at
AIR COND AUTO PRESS, AIR COND MAN, or AIR some position of heating.
COND NO PRESS.
At this point the cabin thermostat heater is still heating
(It is assumed that the Air Conditioning Shutoff switch but the anticipator thermostat heater is deenergized. The
and the Emergency Depressurization switch are in their heat output from the temperature control valve now
NORMAL positions.) determines whether the valve moves again or remains
unchanged.
In this situation, as shown in Figure 2, grounds are
provided for all three relays, the relays are energized, and If the duct temperature keeps the duct anticipator
thermostat mercury between the hi and low contacts and
if the cabin temperature plus cabin thermostat heater heat
Figure 4 are not sufficient to raise the cabin thermostat mercury to
CONDITIONING
AIR
MASTER SWITCH its contact, the system is in balance. The temperature
control valve will not move. The balance will continue
AUTO PRESS
until a change in outside temperature influences the
system. Figure 4 shows this balanced condition.

TEMP CONTROL
SWITCH
I The operation just described can happen, but usually
COPILOT’S CB PANEL I
AUTO I
doesn’t. In actual practice the temperature control valve
won’t reach a stabilized position until it goes through a
6
series of diminishing cycles.

When the system is first turned on, the valve will generally
move too far toward hot, then slightly overshoot in the
cold direction and after reversing itself a few times will
finally stabilize. That’s why you should give the system a
minimum of five minutes before expecting a stabilized
temperature.

Again, there are other reasons why you should not

attempt to analyze temperature control valve operation
by noting outlet air temperature in the compartment until
the system has stabilized.

Suppose the temperature control valve was in the full cold

position when the air conditioning system was last turned
off. When the system is started again and a warm selection
is made, you will get a few puffs of warm air caused from
hot bleed air slipping past the cooling turbine. Then as the
turbine stabilizes, it will put out some cold air. The relays
will close during this time and the temperature control
CABIN THERMOSTAT RHEOSTAT
valve will slowly move toward a warmer position. When it
II gets there, the system will be putting out warm air.

Automatic Operation, Cool Selection

CABIN RELAY

CONTROL BOX Let’s start over again. The temperature select rheostat is
FIXED VALUE
RESISTORS positioned to COOL. All thermostats have their mercury
HI-LIMIT THERMOSTAT columns below the contacts.
C O N T R O L S Y S T E M I N B A L A N CE - NO
MOVEMENT OF THE TEMPERATURE
CONTROL VALVE

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 AIR CONDITIONING
MASTER SWITCH

cool position. (Figure 3 shows this circuit.) The valve may

overshoot the cool selection and then cycle about the
selected temperature until a balanced condition (as shown
OFF MOT
in Figure 4) is reached.

The important thing to remember about this cooling

operation is that the thermostat heaters are power
boosted to give more heat. The mercury will quickly rise
and stay above the thermostat’s top contacts. System
balance is achieved when the system’s cool air passes over
the thermostat and lowers the mercury below the
contacts. Cabin temperature is stabilized when it agrees
with the compartment rheostat setting.

Manual Control

As you can see from the schematics, the Temperature

Control Switch completes a circuit from the Air
Conditioning Master switch directly to the less-heat side
of the temperature control valve. The valve moves toward
cold.

The warm side is similar but not identical. It is wired

through the more-heat relay contacts as a protective
measure to prevent excessive heating of the system. When
you hold the switch in the WARM position, the
temperature control valve motor runs until the more-heat
RHEOSTAT relay is either deenergized by the duct anticipator
thermostat or until the switch is released. This results in
n I
heating by cycles or steps. Each time the mercury reaches
7

CABIN RELAY
the low (more-heat) contact the relay is deenergized,
CONTROL BOX
stopping valve movement and opening the circuit to the
FIXED VALUE
THERMOSTAT RESISTORS thermostat heater. As the mercury falls below the contact,
WHEN COOL SELECTION IS FIRST MADE, the valve starts moving again (providing the switch is still
MORE CURRENT IS SUPPLIED TO BOTH
THERMOSTAT HEATERS TO RAISE THE in WARM position). It takes about three and one-half
Figure 5 MERCURY TO THE TOP CONTACTS
minutes to move the valve from cold to hot by this
method.
Only one condition in the control system is changed: The
Floor Heat System
rheostat offers less resistance to current in the cabin
thermostat heater circuits. This makes a hotter heater,
This system is for one purpose only: To provide more
causing the cabin thermostat mercury to rise faster and heat in the cargo compartment floor area when it is
higher than it did with the rheostat at the WARM needed. The system is controlled by the Underfloor
selection. Upon first turning the system to COOL, the
Heating switch located on the air conditioning control
temperature control valve will start moving toward a
panel. It is necessary to position the switch to OFF when
warmer position. It won’t take long, however, before the
you desire to cool the cargo compartment. Otherwise
cabin thermostat heater has raised the mercury to the
cargo compartment cooling will be fighting cargo floor
thermostat’s top contact. At this time the cabin relay is
heating and the cooling will come out second best.
deenergized and the temperature control valve is stopped.

Of equal importance, additional current is supplied to the Two valves control floor heating: A solenoid controlled
duct anticipator thermostat heater through a contact of air-actuated shutoff valve, and a 28 VDC motor-operated
the deenergized cabin relay. This circuit is shown in diverter valve (see Figure 6). The shutoff valve is energized
Figure 5. by a circuit through a microswitch which is closed and
remains closed as the diverter valve moves toward the
As soon as the mercury reaches the top contact of the closed position.
duct anticipator thermostat, the less-heat relay deener-
gizes. The circuit to the less-heat side of the temperature The floor heat diverter valve does most of the work of
control valve is completed and the valve moves toward a regulating underfloor heat. It is installed in the bleed air

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 - -- -
OPEN
(LESS
HEAT)
CLOSE
(MORE HEAT)
I
r
I 70°F
I

L - - -
FLOOR HEAT
IVERTER VALVE
- - -

B L O C K I NG R E C T I F I E R

FLOOR HEAT CONTROL LESS-HEAT RELAY

ON
OFF
SWITCH

r
0 AUTO PRESS

AIR COND
MAN PRESS

AIR CON0 AIR COND

GTC NO PRESS
C IRCUIT BREAKER PANEL
7.5A THERMOSWITCH FLOOR HEAT
SHUTOFF VA L V E

ESS BUS FLOOR HEAT CONTROL CIRCUITS. DIVERTER

COPILOT’S CB PANEL VALVE DRIVING TOWARD CLOSED POSITION.
(LOWER)
Figure 6 FLOOR HEAT CONTROL

8
duct leading to the cargo compartment temperature However, the valve will never completely shut off all of
control valve and cooling turbine. Its purpose is to divert the bleed air to the cargo compartment system. The valve
part of the air going to the cargo compartment system butterfly is smaller than the valve body. Even with the
into the floor system. The more the valve closes, the more diverter valve fully closed, the cargo compartment system
bleed air is directed to the floor system. still receives about 50% of the bleed airflow.

Figure 6 shows the electrical control circuits for the floor

FLOOR HEAT T H E R M O S T AT & CONTROL BOX system. When the Air Conditioning Master switch is
placed in one of the air conditioning positions and the
Underfloor Heating switch is placed to ON, the more-heat
relay is energized and a circuit completed to the close side
of the diverter valve. The diverter valve moves toward the
close position. In a similar manner as the duct anticipator
thermostat for the cargo compartment system, the floor
heat thermostat regulates diverter valve operation by
circuits through the more-heat and less-heat relays. If by
this time you are not completely circuit happy, you will
bc able to trace out these circuits for yourself.

It might help though, if we did give you a tip concerning

two or three items in the schematic. For example, take
BIMETALLIC THERMOSWITCH the bimetallic thermoswitch. It is installed under the floor
just left of the airplane centerline by the wheel well and
serves as a protective measure for the system. If the
diverter valve control malfunctions or floor system
heating is attempted on the ground at 1 0 0 ' F the
thermoswitch will open when underfloor temperature
exceeds 1 8 0 ' F The shutoff valve will close to prevent
excessive heating of the underfloor area.

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Another item shown on the schematic is the recirculating installcd on aircraft up through LAC Serial 4.578. Chances
fan that runs anytime the system is turned on. You’ve are all of the relay boxes are being phased out, but system
probably noticed it overhead in the cargo compartment operation is basically unchanged. Transistors perform the
just forward of the wing box beam. functions of the relay circuit. The transistorized control
box is shown in Figure 7.
W C might also say that it operated on some of the early
C-130 airplanes even when the floor system was OFF. Manual Operation
Notice the blocking rectifier in Figure 6. Without the
rectifier in the circuit it is possible for power to feed back The temperature control circuit is energized by placing
through the less-heat relay contacts if the relay is the Air Conditioning Master switch in any of the four air
energized when the Underfloor Heating switch is turned conditioning positions. The temperature can be controlled
OFF. The relay will be held in, and through the relay ~nanually by holding the Temperature Control switch in
contacts, power will hold the shutoff valve open and will WARM or COOL. When the switch is held in the COOL
operate the recirculating fan. position, 28 VDC from the control box is applied to the
lcss-hcat winding of the control valve; when the desired
The limit switch for the open side of the flow diverter temperature is reached, the switch is released, breaking
valve is in series in the floor heat shutoff valve circuit the circuit. With the switch in the WARM position, 28
(shown in dotted lines on the schematic). Thcrcfore, a n y VDC from the control box is applied to the more-heat
time the diverter valve is fully open, the floor heat shutoff winding of the control valve IF the duct thermostat senses
valve will be deenergized closed. Thus, a positive means of a tcmperaturc of 390 + 10°F or less (230 t 1 O°F for
closing the shutoff valve is provided anytime the diverter flight compartment). This circuit is broken when the
valve fully opens. temperature sensed by the overheat thermostat is greater
than 390 + 10°F (230 + 10°F for flight compartment), or
Transistorized Control Box the switch is released It takes approximately 35 seconds
for the valve to move from the e x t r e m e h o t t o t h e
A transistorized (solid state) temperature control box is cxtre me cold position, and 3-l/3 minutes to move from
interchangeable with the earlier relay-type control box extreme cold to extreme hot.

Figure 7

ANTICIPATOR
THERMOSTAT

Hi
LIMIT
THERM

TEMP SEL RHEO

NOT SHOWN
Q3, Q6
VOLTAGE REG
TRANSISTORIZED CABIN TEMPERATURE CONTROL BOX
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 LESS HEAT

Automatic Operation TEMPERATURE

CONTROL VALVE

When the Temperature Control switch is in the AUTO

MORE HEAT
position, the control box automatically controls the
more-heat and less-heat actuators of the control valve to
28V DC
maintain the temperature selected by the temperature V O L T A G E
I REGULATOR
rheostat. Positioning the rheostat to select a temperature l

causes a voltage output from the rheostat. This signal is .

compared with a voltage signal that is proportional to the MORE
HEAT
actual temperature. If the actual cabin temperature is I
higher than the selected temperature, the control box I
TEMP CONTROL SWITCH
supplies 28 VDC to the less-heat actuator of the control II I

valve. If the cabin temperature is less than the selected

temperature, 28 VDC is applied to the more-heat actuator
of the control valve. If the cabin thermostat detects a DUCT SENSOR
(ANTICIPATOR)
cabin temperature of 110°F or greater - or if duct RATE OF
temperature exceeds 4OO’F - 28 VDC is applied to the CHANGE

less-heat actuator of the control valve.

ERROR

New Temperature Control System

Beginning with LAC Serial 4579 and on, a new

temperature control system was introduced that, as a I COMPARTMENT II I

system, is interchangeable with the earlier systems.

Sensors, which replaced the mercury thermostats, and
solid state amplifiers control the system. Airflow and MORE HEAT

basic system operation remain the same - the difference DUCT OVERHEAT
SENSOR
lies in the sensing and controlling of the temperature.
10
The sensors are wire wound types with a positive
resistance coefficient - as temperature increases, Figure 8
resistance increases. Automatic temperature selection is
through a variable resistance (rheostat) in series with the
cabin sensor. Changing the position of the selector The voltage regulator provides power to the components
(selecting a desired temperature) sets the operating or as required. The automatic controls cycle to operate the
balance point of the system. An angular (knob) travel of temperature control valve intermittently until the cabin
300 degrees gives a temperature selection range of 60’ to temperature reaches the level selected by the temperature
90°F - with the mid-point (12 O’clock position) being selector rheostat.
equivalent to 75’F.
The error amplifier compares the signal received from the
Automatic Operation compartment temperature selector (rheostat) with that
from the compartment temperature sensor. The error
Before getting into the automatic mode of operation, let’s amplifier then emits two signals: One signal to the pulse
list the system components since there are some strange generator amplifier which controls the length of time that
new names among them (reference Figure 8). the more-heat and less-heat output drivers are turned on;
the other signal is either a more-heat inhibit or a less-heat
inhibit signal. With either a more-heat signal or a less-heat
Voltage Regulator signal, both drivers are turned on by the pulse generator;
Differentiating Amplifier however, the inhibit signal will determine which signal will
Overheat and Shorted Sensor Amplifier actually drive the temperature control valve. Any change
Error Amplifier in temperature selection or a change in cabin temperature
Pulse Generator will cause the error amplifier to emit signals to correct the
More-Heat and Less-Heat Output Drivers error between selected temperature and cabin
Duct Sensor (Anticipator) temperature.
Temperature Selector (Rheostat)
Compartment Temperature Sensor The solid state temperature control system operates on
Duct Overheat Sensor the pulse width modulation principle. The temperature

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 supply duct protects the system from overtemperature. If
the duct temperature reaches 400’F (210’F for the flight
station), a signal is sent to the control box to drive the
temperature control valve toward closed. This overheat
signal overrides the valve open signals in either automatic
or manual operation.

So, the controller (control box) receives signals from three

O U T P U T sensors: The cabin sensor (whose signal is compared to the
DRIVERS
l
selected temperature); the duct sensor, also called the
OVERHEAT
anticipator; and the overheat sensor. The error amplifier
AND
SHORTED compares actual temperature to selected temperature and
SENSOR supplies a more-heat or less-heat output to the valve
AMPLIFIER
I actuator. The error amplifier also supplies a signal to the
variable-width pulse generator which produces power
pulses to the output stages that are proportional to the
error signal. The differentiating amplifier calculates the
rate of duct temperature change based on a signal from
the duct sensor, and adjusts the error amplifier if the rate
MORE HEAT
is too high. This signal from the differentiating amplifier
also prevents overshooting while permitting good system
response characteristics.

Manual Operation - More Heat

Manual operation for more heat is accomplished by

INHIBIT
placing the Temperature Control switch in the WAKM
position. The system response is basically the same as in
AUTO. The manual hot drive signal goes through the
11
COMPARTMENT TEMPERATURE CONTROL controller so the overheat protection circuit will be
effective. The manual more heat circuit permits the error
amplifier input to be altered and enables the error
amplifier to pulse the more-heat output drivers. As the
heat increases, the more-heat output pulses become
control valve changes position (opens or closes) at a rate shorter until either the duct high-limit temperature or the
that is decided by the difference between the actual cabin desired temperature is reached.
temperature and the selected temperature. If, for instance,
it is a cold day and you select a warm temperature on the If the duct high-limit temperature is reached either
rheostat - say 30°F outside (and in the cargo manually or in AUTO, the overheat sensor provides a
compartment) and you select approximately 75°F, the signal to the controller. This signal causes a slight
control valve will be moved faster than if the temperature reduction in supply temperature by driving the valve
had been, say, 65’F and you selected 75’F. The average toward closed far enough to cause a 20’ to 30°F drop,
speed of the valve is proportional to the error. To provide and then returns to the original signal condition. Thus, the
for stability (prevent overshoots or undershoots), the duct overheat circuit can result in a cycling action of the valve
sensor provides a signal to the differentiating amplifier. if the high heat demand persists.
The duct sensor detects duct temperature and signals the
control box to restrict the opening of the valve, In the event of a shorted overheat sensor, a high
preventing surges. temperature condition could not be detected. In such an
event, the shorted sensor amplifier sends a signal to the
The differentiating amplifier senses the rate-of-change in error amplifier resulting in a less-heat signal to drive the
duct temperature and adjusts the error amplifier to cause temperature control valve toward closed.
the less-heat output to pulse. This pulsing signal tends to
prevent temperature overshoots. However, if a Manual Operation - Cool
temperature selection exceeds existing cabin temperature
by more than 15’F, the duct temperature will increase When the Temperature Control switch is positioned to
rapidly and the overheat sensor will cause excessive COOL, power is applied directly to the less-heat actuator
cycling of the temperature for more than 20 minutes. To of the temperature control valve and the valve drives
avoid this condition, an overheat sensor installed in the continuously toward cold.

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 CARGO until the entire system is covered. Spelled out in more
COMPARTMENT
FLOW CONTROL
direct words, this means checking system components in a
VALVE logical sequence.

If you have a good idea of the cause of the trouble, it

won’t be necessary to run through the complete check
sequence; however, in the event the sequence is not
followed, the only sure test that the fault has been
corrected is that the system works properly after the
suspected component has been replaced.

NOTE
In the following steps, we use the callout “sensor” for
both thermostats and sensors.

CHECK SYSTEM AIRFLOW

Start the GTC.

Select the AIR COND GTC position on the Air

Conditioning Master switch. (Make sure the Cargo
FLIGHT DECK
FLOW CONTROL
Compartment Shutoff switch and Emergency
VALVE Depressurization switch are both in NORMAL position.)
Place Temperature Control switch in AUTO. There should
be enough airflow from the ducts to almost push your
hand away.

If flow is weak, or if there is no flow, check the position

of the flow control valve. An indicator on the side of the
FLOOR HEAT
DIVERTER
valve tells whether it is open or closed. (The indicator may
VALVE not hold a steady open position but don’t worry about it.
The valve merely regulates airflow.)

TROUBLESHOOTING THE SYSTEM Next, check the floor-heat diverter valve. With the
Underfloor Heating switch OFF, the diverter valve should
There’s probably a different troubleshooting procedure be fully open. Its position is also shown by an indicator
for almost every mechanic that undertakes to correct the on the valve. You will need a mirror and flash light to
squawks on a discrepant air conditioning system. These check it.
procedures range anywhere from checking system circuits Finally, suspect system leakage at duct joints, or in the
and operation with a black box to replacing one unit at a heat exchanger and water separator areas. Visual
time in the system in a process of elimination. inspection will usually pinpoint this type of trouble.

We don’t have a new procedure that will solve all air CHECK CONTROL VALVE
conditioning ills in a few minutes, nor advocate dispensing MANUAL COOL OPERATION
An inopera tive turbine or one with no isy operatio n and/or
with your present procedure if it gets the job done in a
minimum of time, labor, and equipment. Rather, here are smoke will usually be the tip-off to a bad cooling turbine.
a few ideas which may be helpful in improving your own
CHECK TEMPERATURE CONTROL VALVE
method.
AND CABIN SENSOR OPERATION
Squawks written against the cargo compartment air Shut down the GTC if you’ve just completed the airflow
conditioning system usually fall into a general category check. The control system check is done under static
such as: “The system doesn’t keep the compartment conditions, so no airflow is necessary.
warm (or cold).” or, “Cargo compartment temperature
can’t be regulated - it’s either too hot or too cold.” Disconnect the duct anticipator sensor and the hi-limit
sensor. If the cargo compartment temperature is above
We suggest a plan of troubleshooting which isolates the 90°F, remove the cabin sensor and cool it in cold water
first component in the system. Then, if it proves from a drinking fountain for a couple of minutes. Then,
satisfactory, keep adding another component to the check reinstall it.

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Place the Air Conditioning Master switch to AIR COND CHECK CONTROL VALVE MANUAL
GTC, AIR COND AUTO PRESS, or AIR COND NO COOL OPERATION
PRESS. Turn the Temperature Control switch to AUTO.
Turn the Air Conditioning Master switch to AIR COND
The temperature control valve should move (by pulses, GTC. Place the Temperature Control switch to COOL.
and note that it is by pulses) toward warm. One caution The valve should move toward cool. If it doesn’t, check
here: In any valve operational checks, be alert to the the circuitry and valve.
possibility that the valve has moved to the end of its range
- either full hot or full cold. If it has, use the manual CHECK DUCT ANTICIPATOR SENSOR
control (Temperature Control switch to WARM or COOL)
to bring the valve back to the middle of its range. Turn the Air Conditioning Master switch to OFF.
Disconnect the cabin sensor electrical plug. (Leave the
If the valve moves by pulses toward warm, it means the hi-limit sensor disconnected.) Make sure the duct
cabin temperature control system is operating as it should. anticipator sensor is connected to its electrical plug.
By this one check you have proved that the cabin sensor,
control box, and the more-heat side of the control valve Turn the Air Conditioning Master switch to one of the
are functioning as they should. four air conditioning positions. Place the Temperature
Control swtich in AUTO.
If the valve doesn’t move in pulses, but moves
The control valve should move toward WARM. If the valve
continuously, it is a good sign that the cabin sensor is at
doesn’t move, replace the sensor and repeat check No. 4
fault. Install a new sensor and recheck valve pulsating
from the beginning.
operation.
Turn the Air Conditioning Master switch to OFF. Jumper
If the valve doesn’t move at all , it do esn’t prove much of
pin A to pin C on the electrical connection for the cabin
anything. You will have to dig d eeper.
sensor. This duplicates the action of the duct anticipator
sensor.
CHECK CONTROL VALVE MANUAL
WARM OPERATION 13

Place the Temperature Control switch to WARM. The

valve should move toward warm. If it doesn’t, either the
valve or the control box is at fault.

Turn the Air Conditioning Master switch to OFF.

Disconnect the electrical connection on the control valve.
Jumper pin A on the circuit connector to pin B on the
control valve. (You are furnishing power to the more-heat
side of the valve from the cool circuit.) Use a flashlight to
be sure your jumper is to the correct pins -- and be careful
not to ground the jumper.

Turn the Air Conditioning Master switch back to the

previously selected air conditioning position.

Place the Temperature Control switch to COOL.

The temperature control valve should move toward warm,

proving the control box is at fault. Replace the control
box after turning off the system. If the valve doesn’t
move, replace the valve.

Turn the Air Conditioning Master switch to OFF and

reconnect the control valve electrical connections.

After finishing 3A, repeat check No. 3 in total to prove out

the cabin sensor and temperature control box.

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 Turn the Air Conditioning Master switch back to the The static check procedure we have just reviewed won’t
previously selected position. The control valve should uncover this discrepancy. Therefore, we suggest that if
drive toward cool. (If it doesn’t, the duct sensor is your check fails to uncover any faulty components,
probably at fault. Replace the sensor and repeat check consider this possibility.
No. 4 from the jumper step.)
Engine bleed air is required to check out this item because
Disconnect the jumper. The valve should stop moving it places a greater load on the valve during movement
toward warm. Replace the sensor if the valve doesn’t from cool to warm than does GTC bleed air or static
move. operation. If the torque limit switch is set too low, the
switch will open the circuit and stop valve movement. The
Install the hi-limit sensor. The control valve should still control valve should be replaced.
move toward warm. (This insures the sensor is not
erroneously providing a ground.) As mentioned at the beginning of the article, we have
talked primarily of the cargo system. The flight deck
There’s One Other Possibility system is similar in operation and troubleshooting. Every
possibility for problems and their solutions could not be
If all components prove out satisfactorily during your covered, but we have given you a good start. In a future
static check, there is still the possibility that the issue we will discuss the new APU and refrigeration units.
temperature control valve is at fault even though it
appears to be acceptable. Some instances are known
where the valve motor torque-limit switch has been
opening when engine bleed air is used in the system; while
under static conditions or with GTC bleed, the valve has
operated as it should.

14

CRACKED PROPELLER DOME SHELL LEVE

PIN

Our Hamilton Standard Resident Representative

provided the details of the following incident and
asked that it be passed on to you, our readers.
While only one of these incidents involved a
Hercules, we agree that all concerned should be
made aware of this problem. STOP LEVER

Inspection for the source of oil running out of a

propeller revealed a crack, approximately 4” in lever hinge pin had been omitted during propeller
length, running fore and aft of the propeller dome assembly following overhaul. This permitted the
shell. This was an extreme case, but not the first hinge pin to fall out, become wedged between the
- two other similar incidents have occurred. Any propeller piston and dome shell, and crack the
crack in the dome shell could be expected to dome shell. The obvious answer: care and
propagate to the point of oil loss, and with a attention to detail during assembly.
severe leak from the outboard side of the dome,
feathering capability could be compromised. While the flight line mechanic has no control over
the foregoing assembly operation, the main point
I n t he abo v e e x a m p le , p ro p e lle r teardown of this message is: Check all propeller oil leaks
revealed that the lock pin for a low-pitch-stop carefully for source and cause.

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Keep Up the Pressure on JetStar Tires
This article first appeared in Lockheed-Georgia s AirLifters You’ll find it pays to have tire gages re-calibrated
service publication in 1969, Volume 3, Number 3. The periodically. And it’s best to use the same gage for
precautions expressed in it are just as important today. While performing an inflation cycle - that is, for checking pressure
the coverage here is on high pressure dual tires, you will find during the 12- or 24-hour stretch period recommended for
that many of the situations apply to all aircraft tires. Not new tires. Dial-type gages, of good quality, are a must for all
only is the correct tire pressure a necessary safety tires regardless of size.
precaution, it also extends the wear life of the tires.
Remember to check your tires every morning when flights Most people know that high pressure aircraft tires are not
are anticipated. designed for continuous running like automobile tires. For
one thing, the tread and ply thickness combine to absorb
heat; since not enough heat is dissipated, there is a continual
On the JetStar, Type VII high pressure tires cushion taxis,
temperature rise. Offsetting this tendency somewhat, the
takeoffs and landings. There are good reasons why these
higher tire pressures and lower tire deflection work together
small cross-section tires should be inflated to the proper
to slow heat buildup inside the tire. Excessive heat will melt
pressure levels in order to give the best service with a
the tire between the tread rubber and the cord plies, causing
maximum of safety.
tread separation or bubbles.
In the first place, JetStar tires don’t hold a lot of air. Hence,
One of the tire manufacturers ran some dynamometer tests
even a few pounds air loss cuts the tire’s load carrying
to see what would happen to a dual JetStar tire when its
capacity drastically. And with those heavy sidewalls you just
adjacent tire blew. The condition simulated was where the
can’t guess at how much the tire is deflected, for appearances
airplane is at VR (rotation speed for takeoff) and one tire
can be misleading. As little as a quarter-inch change in the
blows.
rolling radius could mean a 35 PSI drop in pressure. (The
foregoing is merely an illustration and not a guide, because The dynamometer accelerated to 140 knots with maximum
the amount of deflection will change with tire age.) airplane load. Then the load was doubled to simulate a
blowout of the adjacent tire. No failures occurred with the
On higher altitude runways the proper tire pressure becomes
tires at recommended pressure. On successive runs thereafter
a matter or real concern, particularly when the JetStar’s
the tire pressure was reduced until the tire failed when the
gross weight is heavy and the takeoff roll is long and fast.
overload was applied.
15
For good tire care, Lockheed recommends that you use an
The tire blew at the sidewall. Heat in this dynamometer run
accurate dial-type air gage at least every morning before
was not the primary cause.
flight. (See photo on back cover.) Tires should be checked at
surrounding temperatures. And it’s a good idea to keep a To better explain what happened, suppose we bent a thin
record of tire pressures; then you will learn each tire’s sheet of aluminum to a small radius. Nothing would happen.
characteristics so that any change in its leak rate won’t be If, however, we bent a thicker sheet over the same radius the
overlooked. metal would split on the outside skin of the bend. This,
simply, was what took place in the tire. Deflection was so
Air Pressure Gages - A word of caution concerning air
great that the wheel rim and runway failed the tire sidewall
pressure gages. Many times, we at Lockheed have found that
by pinching, and the fracture spread around the tire while
differences in gage readings are caused, not by changes in air
the wheel rotated. Finally, the tire broke up and threw big
pressure, but by varying accuracies between the different
pieces of tread around, leaving some of the sidewall to roll to
gages being used.
a stop.
It’s not unusual to find an inaccurate tire gage in constant
With your JetStar tires comes an extremely important safety
use with a tag on it saying the gage reads a certain number of
bonus: These high pressure tires are far less likely to
pounds too high, or too low. Unfortunately, this error will
hydroplane on wet runways (JetStar thrust reversers help,
compound itself as different pressures are checked. Example:
too). On the other hand, too-low pressures can significantly
A gage reading ten pounds high at eighty pounds pressure
shorten tire life, cause a blowout if the adjacent tire fails,
may well read 25 pounds too high at 150 pounds pressure. and extend an open invitation to dangerous hydroplaning.
Faulty tire gages, therefore, don’t belong around an
otherwise efficient tire shop. It’s wise to take them out of All the facts say maintain the recommended pressure so you
service. may expect a long life and the utmost in safety from your
Jet Star tires.
Cold temperatures may affect tire gages and cause pressure
readings lower than they actually are. Sometimes, too, you’ll
come across a gage that a well-meaning person has treated
with oil to make it work better. The opposite usually results,
for oiling, in itself, will cause incorrect readings and probably
render the gage unfit for further service.

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CUSTOMER SERVICE 0 1V 1$10N
LOCKHEE D·GEORGIA COMPANY
A DIV IS ION OF 1.0 C1<H l!€1) A lllC R,..l'i CO APOFIA TION
r,1,\fll E l '1" ,;., <;1' Q fl G1A 30063

s 1a:' .1ur1c,•. 1-:o.\ ' l'AC!. .' J

Heep Up
the P1c11u1c
on JctStat Ti1c1

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