Lockheed Field Service Digest FSD Vol.4 No.1 Intro L1649 Starliner Part 3 of 3

8/18/2019 Lockheed Field Service Digest FSD Vol.4 No.1 Intro L1649 Starliner Part 3 of 3

1/36


2/36

This IS

the

Digest

and it belongs in your file of

copies

- right next to

your

copy of Vol. 3. No.6.

To mark

the

beginning of our fourth year of publication in English second year in Spanish , the

familiar

bars and graph lines on the Digest s front couer haue been replaced by a

new

design.

The

inside

front

couer

has

also

been

reuised

to

include hange of

Address

information and

to

present a more attractiue

appearance. We

hope you will

like

the new look.

The

President s

Preference. President

Dwight D

Eisenhower s Super

Constellation,

Columbine III

is his personal preference

for

long-range

transportation.

This

Flying

White

House

is

the

third

Constellation

he

has used

the

first when

he

was Commander of SH PE

in Europe;

the

other

two in his present

office

as President.

All three were named the

Columbine for

the state

flower

of

Mrs. Eisenhower s home state, Colorado.

The President

states,

The present Columbine,

like the other two, is trustworthy, reliable and,

above

all

for

me,

is comfortable.

AVIATOR S

OXYGEN

COMMERCIAL SERVICE BULLETINS

PENDING

TH E

STARLINER P A RT III) .

HYDRAULIC

SYSTEM

.

LANDING GEAR,

WHEELS,

A ND B RA KE S

F L IG H T C O N TR O LS

FUEL

SYSTEM

.

A IR

CONDITIONING

SYSTEM

REMOVE AND REPLACE

TRADE TIPS

R EA D IN G L I GH T ALIGNMENT

K IT

CLEANING

SUCTION

RELIEF VALVES AND SCREENS

SHUR-LoK

N U T S FO R

SUPERCHARGER

DISCONNECT .

AIRCRAFT EMERGENCY ESCAPE

LADDER .

TECHNICAL P U BL I CA TI O NS F O R T R A NS P OR T A I RC R AF T

9

30

3

33

34

3

11

12

3

14

22

24

6

28

fiel

servi e

igest

O KHEE


3/36

wh t it is

w y

it

requires peci l tre tment

ow to h ndle it

49 749 1 49 1649

S R S Maintenance person-

nel know that any component

of

an oxygen system

must be kept clean and free

of

foreign matter par-

ticularly of hydrocarbons such as greases and oils

both

mineral and vegetable base thread lube trim

cements gums and like substances. However the

reason behind this demand for absolute cleanliness

s not always fully appreciated.

s the purpose of this article to acquaint or

reacquaint maintenance personnel who handle

xy-

gen with its characteristics to explain why all foreign

matter must be kept out

of

oxygen systems and to

provide a few details regarding the Constellation

and

6 9A

systems.

3


4/36

WH T IS OXYGEN

Oxygen

2

) is a colorless, odorless, and very

active gas which will combine chemically

with

a

great

number

of elements.

When it

does. combine

with another element, the amount of heat liberated

will depend upon the chemical nature of the other

element or substance involved.

N ID

TO

COMBUSTION

Although

oxygen

y

itself is noncombustible, it supports combustion and

makes

other

materials burn rapidly.

This

property

is

often

put

to use

y

foundries

or

metallurgicallabora

tories when extremely high temperatures are required

for a smelting process. The use of an oxy-hydrogen

torch for cutting thick steel plates in underwater

salvage operations

is

a dramatic example of the

extent to which oxygen supports combustion.

IR

ND EXPLOSION Oxygen s ability to support

combustion, when added to its characteristic of com

bining chemically with many other elements, can

lead to trouble under certain conditions. As an

example,

when

oxygen and any quantity

of

oil or

grease are brought together they can

combine-

maybe EXPLOSIVELY It

is not

possible to predict

exactly

wh t

will happen. Perhaps a fire will result.

Or

perhaps nothing will happen at that particular

time maybe later. But it must be borne in mind

that when oxygen and hydrocarbons combine to pro

duce a fire or explosion, they may do so

spont -

neously

s

a result of chemical

reaction no sp rk

or other

form

of ignition nee be present

4

It is also possible for lint, dust,

and

other such

foreign particles to create a tiny spark during their

travels through the metal tubing,

and

since oxygen

wil l greatly increase the extent of any combustion,

a serious fire or e xplosion may result. Fires may

even be caused y a jet of high-pressure oxygen

impinging upon soiled cabin trim materials or greasy

metal structure.

The hazards described above are increased in air

craft applications because the oxygen is under great

pressure and is of relatively high purity.

N CTU L SE Shortly after an aircraft was

placed on ground display at an air show, the attend

ing mechanic heard a hissing sound coming from the

aircraft.

He

thought that the valves on the oxygen

bottles might be open alld he started to close them.

As

he did, a fire broke out, burning him and severely

damaging the aircraft.

The subsequent investigation of this incident dis

closed

that

there

had

been a small amount

of

grease

in a fitting in the oxygen overboard discharge

sys-

tem, and the hissing sound the mechanic heard was

oxygen escaping through this discharge. When the

oxygen contacted the grease in the fitting, a fire

resulted. The heat generated y the oxygen-fed fire

was so great that the fitting was burned through as

though cut wi th an oxy-acetylene torch. Although

a picture of the burned fitting

is

not available, Fig

ure 1 shows what a similar fire did to

one

of the

most rugged components of an oxygen system, a

distribution manifold.

In most cases

of

fire

or

explosion involving oxy

gen, the investigations have revealed that faulty

maintenance of oxygen systems or careless and

improper handl ing of oxygen was the cause.

STOR GE OF

OXYGEN

YLINDERS

Proper storage of oxygen cylinders is an

important

part of oxygen handling. Members of United States

military organizations should use

T O

42B5-1-2 for

instructions in the use, handl ing, and maintenance

of oxygen cylinders. However,

we

feel that a short

review

of

the principles and safety rules affecting

storage of oxygen cylinders will be of interest to all

concerned.

First of all, make certain that the cylinders which

are to be used for bulk

ground

storage of aviator s

oxygen have been cleaned and properly purged y

an approved oxygen servicing facility

if

they have

been used for any compressed gas other

than

oxy

gen. Purging is also required if cylinder pressure


5/36

has been completely exhausted, because outside air

may have entered, and moisture may condense inside

the cylinder.

Ne xt , make sure t hat th e cylinders are recharged

only with Aviator s Breathing Oxygen, Federal Spe

cification BB-O-925, Grade A, or equivalent. Grade

A Aviator s Brea thing Oxygen is dehydrated more

than Grade B during processing and bottling. Grade

A must be

99 570

pure oxygen

by

volume, and must

not contain more than 0.02 milligrams of water

vapor per liter

of

gas at 760 millimeters Hg and

70°F. Grade B maybe used

if

necessary, but is not

recommended for regular operations.

t

is

n ot possible for maintenance personnel to

determine the g rade a nd purity of oxygen without

special laboratory equipment. there

is

a question

as to whe ther a cylinder contains bre athing oxygen

or some other gas, don t use that cylinder to recharge

aircraft oxygen system

Mak e sure t ha t storage cylinders are completely

painted to protect them from rust and to identify

the contents. Unfortuna tely, a sta ndard m ethod for

color coding

of

compressed gas cylinders to indicate

th e contents has not yet been ado pt ed in t he Uni ted

States.

In

the intere st

of

safety, we recommend

tha t bre athing oxygen ground storage cylinders be

identified with a coat

of

green paint. The words

OXYGEN AVIATOR S or AVIATOR S

BREATHING

OXYGEN should be stenciled on

the cylinder paralle l to its longitudina l axis. These

words should be painted white and should be at

least inches high. Oxygen cylinders lette re d in

this manner are shown during recharging operations

at a properly equipped oxygen servicing facility see

Figure

2).

Figure 1

Oxygen

Distribution Manifold urned Through by Spontaneous

ombustion

of

Grease

and

Oxygen

Figure

2

Recharging Operations

at

Modern

Oxygen

Servicing Facility

Showing Properly

Identified ylinders


6/36

Figure 3

Oxygen

Cylinders Stored Indoors in Clean Dry Ventilated

rea

with Protective Caps Installed

This color coding and lettering conforms generally

to U.S. military requirements, and

is

also becom

ing accepted

as

a standard identification

by

most

commercial operators in the United States. With

translation of the wording, it could be used inter

nationally.

Breathing oxygen cylinders must be protected

against exposure to temperature extremes and should

be stored inside whenever possible.

the cylinders

are stored in the open, they must be protected from

direct contact with the ground to avoid rusting.

They should be covered to prevent an accumulation

of

ice or snow in winter and to shade against the

direct rays of the sun in summer.

Figure 3 shows oxygen bottles stored on a con

crete floor in a clean, dry, indoor area. While oxy

gen cylinders are in storage, proper ventilation must

be provided to prevent an accumulation of oxygen

from leaking cylinders which might become a fire

or explosion hazard. Cylinders should be stored

standing upright and a chain or fence should be

used to prevent them from fal ling over. Protective

caps should remain installed on cylinders not in use,

to prevent damage to the valves. a valve is broken

off, the cylinder will become an exceedingly danger

ous unguided missile of destruction.

All other normal precautions concerning the stor

age of any compressed gas should also be observed.

In the specific case of oxygen, cylinders should be

separated from flammable gases

or

materials

by

a

fire-resistant partition. such a partition is not

available in the storage area, oxygen cylinders should

be placed approximately

5 feet from any flammable

gas or material.

oxygen cylinders re properly m rked nd stored

there will be less ch nce l nd ing ge r shock strut

r tire being inflated with oxygen This h s h ppened

several times nd in

some

·cases

h s

resulted in disastrous

explosions

nd

fire.

M INT INING THE IR R FT

OXYG N SYSTEM

Constellation and Starliner oxygen systems are

basically similar. However, individual aircraft may

vary considerably in detail to suit the requirements

of the operator. All models are equipped with one

or more storage cylinders which feed a multiple

outlet manifold system. A typical Super Constella

tion oxygen system is shown in Figure 4. In addition

to the central system, one or more portable oxygen

cylinders are carried for emergencies. The storage

and the portable cylinders are high-pressure oxygen

cylinders 1800 psi at

70°F

[21°C] . Model 049

and 149 airplanes are the exception to this rule.

They use a low pressure system 425

psi .

LE NING Before installing any tube assembly in the

oxygen system, it must be thoroughly degreased,

cleaned, and dried. The method we use in produc

tion assembly is to submerge the entire tube assembly

in a tank of clean trichlorethylene Spec MIL-T

7003 , as shown in Figure

5 After

drying with

clean, dry, water-pumped compressed air*, the tubing

assembly

is

capped with plastic caps, identified,

inspected, and stored until ready for use. Cylinders

of dry, water-pumped compressed air are available

from most vendors of bottled gases.

n ltern te

procedure

for cleaning lines prior

to

installation

is

to flush the affected lines thoroughly

with naphtha Federal Spec TT N 95 . Naphtha

is

highly flammable and care must be taken to prevent

an accumulation of vapors during flushing. Only

Water-pumped air is air which has been compressed by

water pressure to avoid the presence of oil particles from

an oil-lubricated compressor and then dehydrated by che

mical or physical means.


7/36

l Filler check valve 5 Continuous flow pressure regulators

2

r ssur re u er

6

Relief valves

3 High pressure g ge verbo rd discharge indicator

4

in

shut off valve

8

xygen supply cylinders

Figure 5

egreasing Tubing in a

Trichlorethylene ip

Tank

Figure

4

Schematic

iagram of

Typical

Super

onstellation

Oxygen

System

fT

P SSENGER

COMP RTMENT

.

[

RELIEF VALVE

CHECK VALVE

J

SUPPLEMENTARY OXY OUTLET

A

M IN

P SSENGER

COMP RTMENT

16 TWO PORT

SUPPLE-

MENTARY MANIFOLDS

FORW RO

P SSENGER

COMP RTMENT

.

OXYGEN REPLENISHING LINES

OVERBOARD DISCHAR GE LINES

ILUTER EM N REGULATOR

CREW

COMP RTMENT

o

fLIGHT ST TION

OXYGEN SUPPLY

CREW OXYGEN

PASSENGER OXYGEN

J


8/36

approved vapor-proof lights should be used near

naphtha.

The

lines should then be dried with clean

dry water-pumped compressed air.

Following the naphtha flushing and drying opera

tions the lines should e flushed either with anti

icing fluid which conforms to Spec MIL-F-5566 or

with anhydrous ethyl alcohol. Rinse the lines thor

oughly with fresh water and once again dry them

with water-pumped compressed air.

vapor degreaser using trichlorethylene as

the

cleaning agent may also be used to clean oxygen

sys-

tem components. To ensure proper cleaning follow

the instructions provided

y

the manufacturer of the

degreasing unit.

When replacing an oxygen system fitting clean the

new fitting carefully

y

any

of

the above methods

prior to installation. We do not recommend the use

of

cadmium plated mild-steel fittings because they

are often grease coated for storage.

even a small

amount

of

this grease has entered the interior

of

the

fitting an explosion or fire may result when the

oxygen

is

turned on. Also particles of cadmium may

contaminate the system.

For these reasons Starliners and Constellations use

fittings made from corrosion-resistant steel or ano

dized aluminum which do not require grease coating

for storage. As an additional safety measure we

specify that no grease oil or preservative compound

may be applied to any fitting intended for use in

oxygen systems. any case it

is

good practice to

clean shelf stock items before installation on the

airplane using one

of

the methods outlined above.

IMPORT N E O DRYING

Following

complete

degreasing y any

of

the recommended methods

every precaution must e

taken to ensure that the

components are thoroughly dried s described earlier.

Moisture in an oxygen system may cause serious cor

rosion or it may freeze in valves and regulators and

prevent their proper operation.

Breathing oxygen Federal Spec BB-O-925 Grade

may also be used

s

a drying agent if no other

method

is

available. No trace

of

trichlorethylene

should remain in any oxygen component

s

fumes

from this chemical may act s an anesthetic on flight

crews or passengers.


9/36

Following the cleaning

and

drying process, al l

oxygen lines

and

fittings which are

not

to be installed

immediately should be covered with clean, dry, plastic

caps.

Do not

use masking, adhesive, friction,

or

any

other kind

of

t ape to cover the open ends

of

oxygen

lines. Maintenance personnel should make certain

that

their hands, as well as any tools to be used

on

oxygen system components, are completely clean

and

free from oil

or

grease.

PPROVED THRE D

OMPOUN S

Because

of

the

explosive nature

of

an oxygen/grease mixture, none

of

the

standard thread lubricants can be used

on

oxygen fittings. Lockheed has approved three thread

compounds which meet the requirements

of

Spec

MIL-T-5542: Key AbsoLute, Type B

E.

A. Key Co.,

1947 Santa Fe Ave., Los Angeles 21,

California ;

DAG

217 Acheson Colloids Co.,

Port

Huron,

Michigan) ;

and

Recto Seal 15 Rector

Well

Equip

ment Co., 2215 Commerce St., Houston 2 Texas .

These

compounds may be used only to prevent

thread seizure and should be applied sparingly and

careful ly to the male

pipe

threads only, coating just

the first three threads from the end

of

the fitting.

o not dip a fitting into the thread lubricantThread

compound should not be used

on

flared tube fitting

straight threads, coupling sleeves, or on the outside

of tube flares.

Figure

6

dapter

Fitting and

Shut·Off

Valve

Installed

on High Pressure

Oxygen Filler Hose Note that adapter is

connected

to blanked·

off

fitting to prevent internal contamination

when

not

in

use.

SERVI ING IR R FT SYSTEMS

EXTERN L ILL R

ONNE TION

Many Constella

tions

and

Super Constellations are provided with an

external filler connection to which a portable oxygen

cart may be attached and the oxygen system recharged

without

the

removal

of

any components. Figure 6

shows the locally-made adapter which must be used

between

the

oxygen

output

hose

of

the portable cart

and the filler connection.

The

Super Constellation

maintenance manual contains step-by-step instructions

for the recharging operation.

REPL EMENT OF DIS H RGED YLINDERS Remov

ing and replacing a discharged oxygen cylinder

with

a fully charged one

is

a satisfactory alternate to using

the external filler

on

Constellations.

is

standard

procedure

on

the Model 1649A, since no external

filler is provided to date. The changeover operation

must be completed in the shortes t possible t ime

and

with extreme care. Since the oxygen distribution lines

are

open

during

the changeover operation, any delay

increases the chances for contamination of the system.

To

avoid this, it is recommended that any oxygen

tube or fitting that must be disconnected and left

open

for any length

of

t ime be covered with a clean,

dry, plastic cap.

Copper

plumbing

used at the supply cylinders will

become

work

hardened in time because

of

vibration


10/36

Graph

starts

at

approximately 70°F ambient temperature.

pressure change if ambient

temperature

rises

above

70°F.

ubtract

pressure

change

if ambient

temperature

falls below 70°F.

Graph is

based on

1800

psi

charged

cylinders.

50

45

40

:

35

C

3

25

t l l

Z

<

=

2

5

5

2

30

40

50

7 8 9

CHANGE IN PRESSURE IN PSI

1 10

2

3 4

Figure

Relationship Between Oxygen

System

Pressure

and

Ambient

Temperature. Use of

this

chart

ensures correctly charged

cylinders regardless

of

temperature

variations.

and frequent bending during servicing operations.

t

should be removed and annealed then cleaned and

reinstalled at periodic inspections to prevent crack-

ing.

If

flexible metal hose has been installed instead

of copper lines make sure that the hose

is

not sub-

jected to a longitudinal twist

torsion

when

it is

connected to the supply cylinders.

EFFECTS

OF TEMPER TURE

When

recharging

through the external filler connection or when mak-

ing any check

of the instal led system open the

applicable valves very slowly Rapid opening of

valves in a high pressure oxygen system allows

oxygen to flow into the system faster than

it

can

pass through restrictions or around sharp bends in

fittings of the system. This creates a condition known

as shock compression which may result in a tem-

perature rise sufficient to ignite any small particles of

dust metal etc. in the system and cause a fire or

explosion. The damage to the manifold shown in

Figure 1 may have resulted from shock compression.

Temperature changes will affect the indicated pres-

sure shown on the system pressure gage. The oxygen

cylinders in the Cons.tellation and 1649A Starliner

are designed to be filled to an indicated 1800

-+-

50

psi at an oxygen temperature

of

70°F

21°C . f

the

aircraft system

is

to be recharged from an oxygen

supply in which the oxygen

is

at a lower or higher

temperature than the specified temperature care must

be taken to avoid overfilling or underfill ing the cyl-

linders. Figure 7 shows the pressure/ temperature

relationship which should be maintained during

recharging operations to ensure full oxygen cylinders

at temperatures greater or less than 70°F 21°C .

PORTABLE CYLINDERS

The

portable oxygen

cyl-

inders require frequent inspection for indicated pres-

sure and general operating condition.

When

the 1800

50 psi fully charged pressure

of

the portable

cylinder drops to an indicated

50

to 60 psi the cylin-

der should be removed cleaned inspected and

recharged.

HE KING FOR FLOW

After

the oxygen system has

been recharged all oxygen outlets available to the

flight crew and passengers must be checked for proper

operation of the flow indicators and for free flow

of


11/36

oxygen with no indication of clogging. If a valve

cannot be completely closed by hand, it may indicate

that there

is

some corrosion in the valve.

Do not

use

a wrench on the valve. a wrench is used, this resist

ance will be easily overcome and the presence of

corrosion will be undetected. The use of a wr ench

may also damage the valve seats. D ama ge d valves

and cylinders should be returned to a servicing organ

ization qualified to repair such items.

De tai led instructions concerning this flow test

procedure are set forth in the applicable maintenance

manuals.

HE KING FOR LE KS Following the recharging

operation and flow test, any parts of the oxygen

sys-

tem which were disconnected or replaced should

be

pressure-checked for leaks. Do this by brushing each

of

the affected connections with a bubble-free solu

tion of a mild, n eu tral Castile-type) cake o r liq uid

soap and water. Wash off all traces of the solution

with clear water immediately after testing, then wipe

dry with a clean cloth.

If

soap solutions are not removed completely

by

thorough washing, they may cause corrosion on

plumbing lines. An alternate leak-testing solution

which we use at Lockheed

is

MIL-L-25567 Com

pound, which does not cause corrosion.

Detailed instructions for the leak check are set

forth in the applicable maintenance manuals.

PO SON ON

DEM ND

Here is an example

of

what can h ap pen because

of

careless oxygen servicing.

Not

long ago an air

line p il ot climbed into an aircraft, put on an oxy

gen mask, took

deep breath, and almost passed

out. Fortunately he recovered after a few minutes of

semi-consciousness. The oxygen cylinder was removed

from the aircraft system. Chemical analysis showed

that it contained a mixture of oxygen, hydrogen

sulfide, carbon monoxide, carbon dioxide, and another

gaseous, hydrogen by-product.

The

investigation disclosed that a fire had taken

place in the oxygen cart s servicing line d ur ing the

previous day s recharging operation.

The

fire appeared

to have been caused

by

a small amount

of

oil

or

grease in the fittings of the service line. When the

oxygen valve on the service cart was opened, the oil

and grease ignited and began to hurn the inside of

the filler hose.

The

gases generated by the fire were

then forced into the aircraft s oxygen system,

but no

further check w s m de on the system fter the

fir

When the pilot took a deep breath through the

oxygen mask, highly toxic gases were drawn into his

lungs. The aircraft was o n the g ro un d and no serious

consequences resulted, but the p oten tial d an ger

this incident

is

obvious.

The

entire affair could have

been avoided if the airplane s oxygen cylinders had

been removed a nd replaced wi th properly char ged

cylinders and the oxygen system flushed with dry ail

or breathing oxygen.

Then

the system shou ld h av e

been checked f or oper ation in accordance wit h t he

maintenance manual. T hese are precautions which

must lw ys

be taken a ft er a fire in the oxygen filler

equipment.

H NDLE

W T

C RE

I

We

would like to re-emphasize the importance

of

proper caution when handling any par t of an oxygen

system.

The

following list

of

Do s

and Don ts m ig ht

serve

as

a reminder:

• o

store spare, charged oxygen cylinders in a

cool place, protected

from

direct sunlight or

any source of heat.

• omark all oxygen cylinders plainly to

show

the

contents,

and

store separately

from

other

gas storage cylinders.

• omark all depleted cylinders EMPTY and

isolate from

other

cylinders

to

avoid t he pos

sibility of installing an empty cylinder

in the

aircraft.

• o open and close oxygen valves slowly and

by

hand

only.

•

on tuse oxygen

for other than

its intended

purpose; i.e., don t use it for filling shock struts

or

charging hydraulic accumulators.

•

on t

allow foreign material to enter any com

ponent of the system.

• on ttest or charge an oxygen system with any

gas

other

than aviator s breathing oxygen Fed

eral Spec BB-O-925, Grade A) or equivalent.

• on t

store

or handle cylinders so that they

can tip over or be dropped. Keep protective

valve caps

in

place except

when

cylinders are

connected

to

plumbing.

• on t attempt any service

or

repair of the

oxygen system unless you a re fully qualified

and

authorized

to

do so.

OMMER I L SERVICE ULLETINS PENDING

Service Bulletins 1049/2928 and 1049/2976 listed in Vol.

3 No.6

of the Digest have been rescheduled

to an approximate release date of July 1957. The re a re no additions to the list at this time.


12/36

THE

HIS the th ird

of

three introductory articles

on

the Starliner In previous issues we have given

a general description

of

the airplane and described

in detail the wing powerplant fuselage empennage

and

ground handling

provisions In this issue we will

discuss the hydraulic system landing gear and brakes

flight controls fuel system

and

the air conditioning

system

Since it

is

not

feasible to include each minor system

in these initial presentations and because some sys-

tems such as the electrical system are essentially the

same as

on

previous models we have confined the

introductory material

on

the Starl iner to the subjects

noted above More information on pertinent subjects

concerning the Starl iner wil l appear in future issues

of the igest

P RT

THR


13/36

HYDR ULI SYSTEM

An entirely new hydraulic system is installed in

the 1649A. Complete schematic diagrams of the new

system are included

on

the fold-out pages in this

issue.

The

principal features of the Starliner system

which differ from hydraulic systems used on Con

stellation· models are as follows:

•

The Starliner has two independent main hydraulic

systems, designated

No.

1 and No.2 each with a

normal operating pressure of 3000 psi.

•

No

crossover operation of any type is provided

between the two systems.

• There are four engine-driven hydraulic pumps on

the Starliner. These are variable volume, piston

type pumps, each incorporating a built in pressure

regulator, flow control (compensator) , and sole

noid operated blocking valve in the pressure port.

• Power

is

supplied to Hydraulic system No. 1 from

the pumps on engines

No.1

and

No.3.

Hydraulic

system

No.2

is powered by the pumps on engines

No. 2 and No.4. The two systems supply equal

power to the surface control boosters, wing flaps,

brakes and nose gear actuating cylinders. System

No. 1 provides 100 per cent power to the main

gear actuators and nose steering mechanism.

Sys-

tem No. 2 provides 100 per cent power to the

reserve engine oil transfer system and the autopilot

control of the control surface booster valves.

•

The left wing primary and

secondary heat

exchanger fan motors are driven exclusively

by

the

hydraulic pump on engine No. The right wing

primary and secondary heat exchanger fan motors

are driven exclusively

by

the hydraulic pump on

engine

No.4.

•

No

electric pumps for auxiliary booster operation

are necessary, since each main hydraulic system

supplies 5 per cent

of

the power to the surface

control booster systems. However, either system is

capable of supplying the hydraulic power neces

sary for control booster operation in the event

pressure is lost in one system.

• The 1649A auxiliary hydraulic system

is

powered

by an electrically driven pump with output con

trolled

by

system pressure.

• Most main hydraulic units are located in the for

ward service area in the 1649A. This is a non

pressurized compartment which provides quick

access to the system components through a door on

the underside of the fuselage just forward of the

wing (see 1649A Maintenance and Service Areas

in Vol.

3 No.5 of

the

Digest .

R S RVOIRS ND ILT RS

After leaving the engine

driven hydraulic pumps, the hydraulic fluid

is directed

past a pulsation filter (accumulator), through a stain

less steel wire-mesh pressure filter, and is then routed

through check valves to a manifold. The fluid

is

then

directed to the various hydraulically operated

sys-

tems. To prevent contamination of the hydraulic

system in case

of pump

failure, bypass relief valves

are not incorporated in the pressure line filters. Each

pressure line from the engine-driven pumps contains

a low-pressure warning switch downstream of the

filter. Each of the two main hydraulic system reser

voirs in the service area incorporates easily removable

micronic filters and bypass relief valves at the reser

voir fluid return port. The fluid and air lines to the

aspirators have filters (screens) which require infre

quent servicing.

Each main system reservoir is pressurized by its

aspirator to an air pressure of

15

to 19 psi. A relief

valve is set to open

at

22

psi and relieves through

an overboard drain. A reservoir air pressure regulator

valve senses air pressure in the reservoir and controls

aspirator flow to the reservoir.

The

two system reservoirs and the auxiliary reser

voir may be replenished from a reserve filler tank

located between the pilot s rudder pedals below the

floor (see Figure

1 .

Fluid is transferred

by

means

of

a selector valve and a wobble pump, which has

priming provisions.

Continued next page

6 9A

Reserve Hydraulic Filler Tank


14/36

HYDRAULIC PLUMBING LINES All rigid hydraulic

pressure lines are made from 304

YaH

stainless steel

and use Ermeto flareless fittings.

AlII inch

and larger

suction lines are made from 5052-0 material and use

Wig-O-Flex fittings outside Zone 3 and AN fittings

within Zone

3

Suction lines and return lines smaller

than I-inch are made from 6061-T6 material. Wig

O-Flex fittings are also used on -inch suction lines

on both sides of No.2 and

No.4

hydraulic suction

shutoff valves. All other hydraulic lines use Ermeto

fittings.

AUXILIARY POWER SYSTEM

An

electrically driven

hydraulic

pump supplies power for the auxiliary

hydraulic system. The brake and auxiliary nose gear

extension reservoir (called the emergency extension

and brake tank on 1049 airplanes)

is

located in the

forward service area on the 1649A. Fluid for the

electric pump is taken from the auxiliary reservoir

and sent through a check valve, filter, pressure trans

mitter and pressure switch, and a cylindrical accumu

lator, to a selector valve. This valve selects pressure

for either

of

the two fol lowing operations: emer

gency or ground operation

of

the

No.1

brake system;

or emergency extension

of

the nose landing gear

4

through No. 1 hydraulic system nose gear actuating

cylinder.

An additional line incorporating a relief

valve

is

in the system between the accumulator and

the selector valve to relieve pump pressure if pump

operation is continuous or if the pressure switch is

faulty.

L N ING GEAR WHEELS

N R KES

Because

of

the Starliner s new thin wing and gross

take-off weight

of

156,000 pounds, it was necessary

to design a completely new main landing gear.

Coupled with this change are redesigned iocking

mechanisms. The uplocks on all landing gears,

al though normally hydraulically operated, can be

opened by manual release cables in the event of sys-

tem hydraulic failure. The nose landing gear is other

wise essentially the same as on Constellation models,

except that there are two actuating cylinders each

operated by separate main hydraulic systems.

M IN GEAR

Refer to Figure

Manufactured by

the Menasco Company to Lockheed design, the new

gear

is

fabricated

of

high heat treat steel (260,000

to 280,000

psi .

It can be installed as a complete


15/36

assembly with actuating cylinder linkage locks etc.

thereby permitting complete gear build-up and adjust

ment prior to installation on the airplane.

In the new main

gear

the fulcrum is an integral

part

of

the strut cylinder to minimize deflection and

reduce weight. Fulcrum ends are attached to the

main landing gear support structure truss with spl it

bearing caps which house large spherical ball bear

ings. Landing

gear

side thrust loads are shared by

the inboard and outboard fulcrum bearings. Parallel

drag

braces connect the fulcrum to a hanger mounted

on

the

wing

front beam. A

drag

strut damper similar

to that used

on

the 1049G is mounted between the

main landing gear strut and the upper drag strut.

This damper

is

ins ta lled with the piston rod-end at

the strut a posit ion which is reversed from

that of

the 1049 installation.

The

total damper stroke

is

1.25

inches

and

the minimum preload in the damper

spring is 4500 pounds.

The

1649A main gear

is an

over-center design.

Thus when the airplane

is

in a normal position

on

the ground the axle is

af t

of the fulcrum and the

drag

strut damper is extended. Vertical strut loads

then add to the drag load and tend to hold the gear

in the down position.

Static

grounding

is provided by a rubber

grounding

strap on each main gear rather than by the

grounding

wire used

on

Constellation models.

ctuating Cylinder Each main gear

is

actuated by a

hydraulic cylinder supplied from the

No 1

hydraulic

system.

The

actuating cylinder is attached between

the

drag

s trut crosshead and an eccentric crank arm

supported by the fulcrum see Figure

3

For main

landing gear extension the cylinder piston rod retracts

into the cylinder. The larger piston head area of the

actuating cylinder piston is used for gear retraction

and no runaround line

is

needed.

Downlock ssembly

No

hydraulic force is needed

to actuate the downlock; its action is purely mechan

ical and is designed on the over-center principle. A

bungee assembly containing a heavy coil spring con

nects to the downlock linkage to ensure latching

of

the

down

lock during free-fall and locking

of

the

main landing gear.

The

downlock bungee mechanism

is illustrated in Figure 4. A hole is provided in the

main landing gear downlock assembly for the inser

tion

of

a Ys-inch diameter ground safety lock pin.

Uplock ssembly Refer to Figure A completely

new uplock assembly also of over-center design is

attached to the drag

strut

crosshead. Each main gear

uplock hook is normally opened

by

hydraulic release

cylinders fed from the landing gear

DOWN

line.

The

up locks can also be opened

by

a manual release

Continued next page


16/36

Figure Main

Gear

Wheels Showing

Provisions

for rakes

cable system. The main gear is designed to free-fall

and lock in the

DOWN

position without the benefit

of hydraulic pressure. Because of this free-fall fea

ture, one-way restrictors are incorporated in landing

gear

DOWN

lines. Flow regulators installed in each

main gear UP line assist to equalize the speed at

which the gears retract.

Speed

rake The incorporation

of

the manual

release cable system for the main gear

up

locks,

together with other design features, allows the 1649A

main gear to be used as a speed brake. Actuat ing the

speed brake control

handle

located

on

the pilots

instrument panel

glare

shield opens the main

gear

up

lock hooks

by

means

of

the cable system

and

the

main gear free-fal ls and locks in the extended posi

tion.

This

speed brake feature can be used

at

indi

cated air speeds up to 234 knots.

M IN GEAR WHEELS N BRAKES Forged mag

nesium wheels are used on the main landing gear.

Wheels

are

made

in two halves and assembled with

a seal between the halves for the Type 17.00

by

20 tubeless tires 24 ply-rating nylon which are

normally used. Conventional tires with tubes can be

installed by removing the valve mounted on the

wheel.

BRAKES

Single Goodyear

Trimetallic

multiple

disc brakes are mounted on the strut side only of each

main

l anding gear

wheel. No brake assembly is

mounted in the outer side of the wheels see Figure

6). Each brake assembly is comprised of nine rotating

discs, eight stationary discs, one pressure plate, and

one backing plate. A brake assembly

is

illustrated in

Figure All brake discs are approximately ;4-inch

thick. Stationary discs are made of steel and rotating

Figure

649A Multiple Disc

rake ssembly

discs have a steel core with a bonded frict ion facing

material.

Brakes are actuated by dual magnesium pistons

which move in forged a luminum housings. These

pistons are ported to the No. 1 and

No.2

hydraulic

systems so that approximately half of the actuating

force of each brake is supplied by each hydraulic

system.

r ke

System

Two completely independent relay

brake systems are installed. Advantages of this type

system

are-less

brake lag, reduced weight,

and

the

elimination of long lengths of high pressure tubing.

Brake control is provided by a master cylinder and

brake relay valve system. Two 25-cubic inch master

cylinder reservoirs are ins talled in the left side of

the airplane nose and supply oil to the master cyl-

Continued pa/ e

21


17/36

LOCKHEED FIELD

SERVICE DIGEST

July August

1957

Vol. 4

No 1

OT

RIGHT

OUTBOARD NACELLE

EQUIPMENT IDENTIFIED

LEFT OUTBOARD

NACELLE

EQUIPMENT IDENTICAL.

OT

LEFT FILlET

EQUIPfIlNT

IDENTIFIED

RIGHT FILlET EQUIPMENT IDENTICAL.

LEFT INNER

WING

EQUIPMENT IDENTIFIED

RIGHT

INNER

WING

EQUIPMENT IDENTICAL.

6 9

AAir

Conditioning

Dueting

46

39

50

1

PILOTS

AND COPILOTS FOOT WARMERS AND CONTROLS

2

COPILOTS FACE

OUTlET AND CONTROL

KNOB

3

FLIGHT

ENGINEERS

OUTlET

AND CONTROL LEVER

4

AIR CONDITIONING

AND

PRESSURIZATIONCONTROL

26

5 CIRCUIT

BREAKER PANEL

(STA 260

6 INDIVIDUAL COLD AIR OUTlETS (TYPl

7 FORWARD LAVATORY VENTUR I

8

RIGHT

FORWARD

COLD

AIR DUCT

9

RIGHT

CABIN SUPERCHARGER

AIR INLET

AND

PLENUMC

10

REFRIGERATION TURBINE UNIT

11 SUPERCHARGER DUMP VALVE

12

RIGHT CABIN SUPERCHARGER

13 PRIMARY HEATEXCHANGER, EXIT

DOOR

AND COOLING

F

14 RIGHT PRIMARY HEATEXCHANGER

AIR INLET

(RAM)

15 SECONDARY HEAT EXCHANGER, EX

IT

DOOR AND

COOLING

16

RIGHT

SECONDARY,HEAT EXCHANGER

AIR INlET

SCOOP

17

PRESSURE

RATIO LIMITER VALVE LOCATION

18 CABIN AIR

MIXING AND SELECTOR

VALVE (4-WAY VALV

1 9 F ORWARD O VE RHEA D HOTWA LL DISTRIBUTION DUCT

2 0 HOTWA LL L AT ERAL DUC T, NOWINDOW

BAY (TYP)

21 HOTWALLLATERAL DUCT, WINDOW

BAY (TYP)

22 RIGHT

AUXILIARY

VENTILATION INLET DUCT

23

R.H. AUXILIARY VENTILATION INlET VALVE

24 COLD AIR FORWARD RISER

25 CABIN AIR RISER

26 FLIGHT STATION AIR MIXING VALVE

27 HOTW ALL RISER

28 LOW PRESSURE GROUND

AIR

CONNECTION

(AFT SERVICE

2 9 SUPERCHARGER CROSSOVER DUCT

30 HEATER

CROSSOVER DUCT

(FLIGHT STATION

AIR)

31

HOTWALL SHUTOFF

VALVE

AND CONTROL

32 GALLEY VENTURI

AND

CONTROL

33 AFT OVERHEAD CAB INAIRDI STR IBUTION DUCT

34 AFT OVERHEAD HOTWALL

DI STR

I

BUTION

DUCT

35 AFT

COLD AIR DI

STRI

BUTION

DUCT INDIVI

DUAL OUTlET

36

AFT LAVATORY

VENTURI

37 CABIN

PRESSURE SAFETY

RELIEF, NEGATIVE PRESSURE R

AND

DUMP VALVE

38

CABIN

NEGATIVE PRESSURE RELIEF VALVE

39

AUXILIARY VENTILATION EXIT

VALVE

40 THERMI STOR BLOWER AND VENTUR I

41

RECIRCULATION

AIR I NL ET AND CHECK

VALVES

42

AIR

MIXING CHAMBER AND

MANIFOLD

43 FRESH

AIR INlET GROUND

44 RECIRCULATION FAN

45

CABIN

HEATER PACKAGE

46

CABIN

HEATER EXHAUST

47 COLO

AIR

RESTRICTOR VALVE

4 8 GR OU ND T ES T

BLOCKING PROVISION

4 9 S UP ERCHARGER DUC T CHECK

VALVE

AND

PILOT VALVE

50

ANTI-ICING VALVE (PNEUMATIC THERMOSTAT)

51

GROUND TEST PRESSURE FITTING

52 WATER SEPARATOR

5 3 SUPERCHARGER DUCT RELIEF VALVE

54

L.H. AUXILIARY VENTILATION INlET VALVE

55 LEFT

AUXILIARY VENTILATION AIR

INLET

56

COMBUSTION AIR

DUCT

CONNECTION

TO

CABIN

HEATER

57

LEFT

AUXILIARY VENTILATION INlET DUCT

58 FLIGHT STATION

BOOSTER

FAN

59

CABIN

PRESSURE REGULATOR CONTROL

VALVE (SENSING

PNEUMATIC

RELAY,

AUXILIARY

PRESSURE REGULATOR

V

60

RADIO RACK

VENTURI AND CONTROL

61 RADIO RACK COOLING

BLOWER

62 FLIGHT STATION AUXILIARY HEATER

63 PILOTS FACE OUTLET AND CONTROL KNOB

. TWA galley venturi is

located

under the floor structure

TWA

and

Air rance

only


18/36

I

AUXILIARY

ACCUMULATOR

WITH

AIR

GUAGE AND VALVE)

PRESSURE

SWITCH

M

l

-

PRESSURE

TRANSMlmR<

AND

RESTR ICTOR

Typical

6 9A Hydraulic

Systems

Sheet 1

J

AUXILIARY

MOTOR DRIVEN

HYDRAULI C PUMP

AIR PRESSURE ;;;;tllr

REliEF

VALVE

_ ~ ~ = l ~ ~

AUXILIARY RESERVOIR _____

rr===========(W;:IT;:H;:TR::=AN,;;S;,;;M;;,ITT;,;,ER:=)=; t

MAIN

HYDRAULIC

POWER

SYSTEM

18

LOCKHEED

FIELD

SERVICE DIGES

July August

1957

Vol

4 No

n

~ FLOW

..£-- 0..

REGULATOR

.u

r _lImm/J

DRIVE

l

KcONTROL

~ V L V E

r

PUMP LOW PRESSURE

WARNING SWITCH


19/36

LOCKHEED FIELD SERVICE D

July-August 1957 Vol. 4

I Z I I ~

1 l I I - ~

I

CONTROL VALVE TYPICAU

RUDDER SYSTEM

1

~

F

ELEVATOR

SYSTEM

~ M ~ ~

PILOT G i I ~ - ~

I

CONNECTON

;:;

i r = 1 ~ r Y I ~

I UW

I \ I

I I

I

~

l

:

I

u = ~

I

I

: ~ ~ I g : I l O T

. . ~ : ~ _ . i _ · l _ :

1

PRESSURE

SWITCH

PRESSURE

; : : ~ E R

r

SPRING-LOADED

ACCUMULATOR

SURFACE CONTROL

BOOSTER SYSTEM

LOCK

UNLOCK

c : : : : { ~ _ u l l =

UPLOCK

INL NE TWO-WAY

RESTRCTOR

WITHF LTER)

LOCK

UPLOCK

LOWER DRAG

SHOCKSTRUTCYLINDER

TYPICAL)

~ U - - - - - u l J t = = l l f : q l../----i...J1l=

BUILT-IN TWO-WAY

RESTRCTOR

2ltlJ-1

--U CS

MAIN LANDING

GEAR ACTUATNG

CYLNDER

MAIN LANDING BUILT-IN

~ ~ ~ ~ N ~ ~ ~ U T

ING t ~ ~ ~ ~ t ~ O R

d J : r l R ~

]

1

ONE-WAY

RESTRICTOR

DOWN

DOWN

DOWN

MAINAND NOSELANDING

GEAR

RETRACTION AND EXTENSIONSYSTEM ~ ~ ~ ~

~ _ ~ ~ ~ ~ ~ ~ i

19

-

n

NO.2 r [

NOSE

LAND

IN GGE A R

ACTUAT

NG CYLI NDER

SHUTTLE

l . . . f . r - : - : - : - - : - , - , . . . , , - ~

VALVE

NO

1 I [ j [

Y

NOSE

LAND ING GEAR

ACTUATNG CYLNDER

PRESSURE

REDUCER

I i

I

CONTROL

VALVE

NOSE J

STEERNG

SHUT-OFF

-

VALVE

SYSTEM NO

BRAKE

RETURN

~ N O S W H L

STEERING S Y S T M ~

~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ - - - ~ - ~

Ty p ic a l 1 6 4 9A Hy d ra u lc Sy ste ms

Sheet

21

l ~ m R l N ~ l

CONTROL

RETURN

CYLNDERS


20/36

LO KHEE FIEL SERVI E IGEST

July August 1 95 7 V ol . 4 No

VENT

OUTLET

ASSEMBLY

SUBMERGED

BOOSTER

PUMP

DUMP

VALVE

VENT

VALVE STANDPIPE

PUMP

5HUTOFc

VALVE

FLTER

FREWALL

SHUTOFF

VALVE

VAPOR

RETURN

LNE

CROSSFEED CHECK

S ~ ~ l W

VALVE

F REWAL PUMP

SHUTOFF SHUTOFF

V AL VE V AL VE

DUMP

CHUTE

VAPOR

RETURN ENGI NE

1I

NE FLOWMETER PUMP

FLTER

CABIN

HEATER MASTER MASTER

FLTER RESTRCTOR

CONTROL

STANDPIPE

FL OWM E TER CONTROL

VENT

ENGNE

V AL VE P UM P

NO7

TANK

FLLER

SOLENOD

CYCLNG

VALVE

VENT

VALVES

VENT

VALVE

CABIN

HEATER

PACKAGE

THERMALRELIEF

VALVE

4

PLACES

FLOWMETER

MASTER

CONTROL

FREWALL

CROSSOVER

DUMP

SHUTOFF SHUTOFF CHUTE

V AL VE V AL VE ACTUA TO R

CABIN

HEATER

RESTRCTOR

ENGNE

PUMP

SUBMERGED

BOOST

PUMP

VAPOR

MASTER RETURN

CONT ROL F LT ER L NE

DUMP PUMP

V ALV E S HUTOF F

VALVE

VAPOR

RETURN

LNE

FLOWMETER

C HECK C RO SS FE ED

VALVE

SHUTOFF

VALVE

ENGNE

PUMP

PUMP ENGNEF REWALL

SHUTOFF SHUTOFFVALVE

VALVE

FLTER

VENT

OUTLET

ASSEMBLY

VENT VALVEENT

VALVE

MASTER CONTROL

I

MASTER CONTROL

I

MASTER CONTROL

fOW METER

CABIN

HEATER

FUEl RESTRCTOR

CAB IN HEATER

FUEL RESTRCTOR

ENGINEPUMP

FLTER

FLTER

CROSSFEEDSHUTOFF

VALVE ASSEMBLY

THERMAL RalEF

VALVE

ENGNE

FIREWAlL

SHUTOFF

VAlVE

O E

ENGINE FEED LINES

... . . CROSS

FEED LINES

CROSSOVER

TANKVENT LINES

SHUTOfF

VAlVE

VAPOR RETURNLINES

=

FUEL DUMP

1I

NES

RELEF

LNES

3WAY SElCTOR

CROSSFEED

VAlVE

VAlVE

VAlVE

CHECK

CH£CKVALVE

CHECKVALVE

UMP

SHUTOFF

VAlVE

VENT

VAlVEDF=========i

/

VENT

VALVED===== ;

I PUMP

CHECK

BOOST PUMP

BOOSTPUMP

BOOST

PUMP

FUEL TANK NO.6

FUElTANKNO. 3

BOOST

PUMP

FUEL TANK

NO

4

DUMPVAlVE

THERMAL

RELEF

VAlVE

PUMPSHUTOFF CHECKVALVE

VALVE rr lVENT

SSEMBLY

ENT V L V E D ~

1 11 S ~ ~ Z ~

VENT

V LVE _

DUMP

VALVE f J L ~ ~ ~ ~ Q l

F = i 5 2 5 ; ; C ; ; ; ; ~ ; e : ; ; ; , ~ ; ; ; ; ; z : ; =

1I ==:;;;=s=;S;;;; = = ; ; z ; ; c = = = = ; s ; ; ; ; ; ; ; ; : ; ; ; ; ~ = = s = = g ; ; ; ; ; ; ; ; ; = ; ; c ; : ; ; ; ; ; ; ; ; ; ; s = = = s ; = = = = = = ~

FUEL

TANK NO.2 =

CHECK

VENT

V A l V E D F = ~ = = = : : : : = :

FUEL

TANK

NO5

DUMP

VALVE

DUMP VAlVE

DUMPVALVE

DUMP VAlVE

FAME

C I ; ~ [

ARRESTOR

DUMP CHUTE AND

ASSEM

ARRESTOR

L =

1649A FUEL SYSTEM FUNCTIONAL SCHEMATIC

LOCATION

OF

1649A FUEL

SYSTEM

COMPONENTS

649A Fue System Diag rams


21/36

inders.

The

dual master cylinders which are operated

directly by the rudder pedals are installed on the

pilots side of the airplane.

The

brake relay valves

modulate system pressure to the brakes and are

located in the forward service area. Two lockout

cylinders are mounted on each main landing gear

shock strut. These cylinders act as fluid blocks should

a line fail between a lockout cylinder and a brake

assembly. Thus, only one

of

the two systems on each

main gear would be inoperative. No deboosters are

used

on

the 1649A brakes. Operating pressure

is

ported to the brake pistons through self-sealing con

nectors. The swivel type hydraulic swing-joints used

in Constellation brake lines

at

the main landing gear

fulcrum and torque arms have been replaced on the

Starliner

by

flexible hoses.

A cylindrical accumulator is installed in each brake

system and provides a minimum

of

fifteen conse lI-

tive ful l brake applications. Each accumulator is

charged by its respective main hydraulic system.

The

accumulator in the

No

1 system can also be charged

by

the auxiliary hydraulic system. The accumulators

and the electrically-driven hydraulic

pump

for the

auxiliary system are in the forward service area.

In Flight Brake

Application

The

Starliner has an

in-flight brake system to eliminate

the

torque loads

imposed

on

the landing gear by the pilot applying

the brakes during gear retraction.

When

the landing

gear selector valve control lever is placed in the

UP

position, pressure from the

No

1 hydraulic system

is ported through a pressure reducer and a shuttle

valve to the return

port of

the

No

1 system brake

valves. Reduced pressure is applied to the brakes and

wheel rotat ion is s topped.

The

brakes are released

as

the spring loaded shuttle valve returns to its

normal position when the landing gear selector valve

control lever is placed in either NEUTRAL or

DOWN

Parking Brakes

Parking brakes are applied through

an additional system which is connected to the No 1

and 2 brake systems

by

means

of

selector valves. A

switch on the pi lots control pedestal controls these

parking brake selector valves. There is a 3-way,

2-position electric parking selector valve between the

in-flight brake pressure reducing valve and the land

ing gear

up

line. Parking brake pressure

is

supplied

from system

No

1 accumulator through the in-flight

brake system. Another parking selector valve is

installed in system No 2 downstream of the brake

relay valves. There is a pressure reducer between the

system

No

2 accumulator and this parking selector

valve. When the parking brake switch

is

actuated,

both parking valves operate simultaneously and accu

mulator pressure is applied to all brakes through the

return ports of the brake relay valves. A warning

light is provided for each parking selector valve.

The

lights are on when the valves are in the

PARKED

position.

NOSE L NDING GE R

The

nose landing gear

is

of

the same general design as

that

used on the Model

1049G. However, the shock strut, drag braces, and

many other components have been strengthened to

support the higher loads

of

the 1649A airplane.

ctuating Cylinders

The most notable change in the

nose landing

gear

installation is that two 3000 psi

hydraul ic actuating cylinders are now provided for

gear retraction and extension see Figure

8 .

The

right-hand actuating cylinder is operated by the No.

1 hydraulic system .and the left-hand cylinder by the

No 2

hydraulic system.

To

accommodate the new dual actuating cylinder

arrangement, it has been necessary to revise the

design of the F S 205 fittings and

drag

strut cross

head. Either actuating cylinder is capable

of

extend

ing the nose gear

at

airspeeds

up

to 145 knots. How-

Figure 8 649A Nose Landing Gear Note dual actuating cylinders


22/36

ever both cylinders are normally required to retract

t he gear. The right

hand

actuating cylinder is also

connected to t he electrically driven auxiliary pump

by means of a shuttle valve and an independent stain

less steel plumbing system. This provides a third

means o f extending the nose gear in the event both

main hydraulic systems have failed.

It

is possible to

ex tend the nose g ea r in 5 to 40 seconds when using

the auxiliary system.

ownlock

Assembly The

downlock actuating

cyl-

i nder has been redesigned to release and reposition

t he dow nlock Yith 3000 psi pressure supplied from

the

No 1 hydraulic system. A spring within the cyl-

inder can reposition the downlock without hydraulic

pressure. The nose landing gear downlock safety pin

is

identical to that used on the 1049G.

plock Assembly

The

uplock assembly is

norm y

operated by a hydraulic cylinder with pressure sup

plied from the No. 1 hydqulic system. A manual

release cable is located at the F S 260 step. The

up lock and actuating cylinder design

is

identical to

that of the main landing gear uplock assembly except

for the manner in which manual release is accom-

plished.

NOSE WHEEL STEERING

The

steering system on the

1649A is the same as that used on the 1049G. In

order to use exi sti ng component s a pressure reducer

is in co rpo rate d in t he

No

1 hydraulic system to

reduce steering system pressure to 1700 psi. Pressure

can be ap pl ied to the nose steering system wh en the

gear selector is in the DOWN position only.

LIGHT ONTROLS

ONTROL

OOSTER SYSTEM

The

Starliner has a n

entirel y different control booster system t han 1049

Series airplanes. The 1649A control booster system

is a refinement of the system previously developed

and proved for t he C-130 mi li tary cargo airplane.

Control boosters are operated

by

dual actuating

cylinders mount ed i n tandem. Each cylinder is con

nected to one of th e two mai n hydraulic systems.

Both hydraulic systems are in continuous operation

and each produces an equal amount of t he pow er for

the co nt ro l boosters. Failur e o f o ne of the systems

will not affect the response

of

t he controls. I n case

of

compl et e hydrauli c fail ure i t is possible f or the

pil ot to s hi ft to an effective manual operati on

of

the

control surfaces.

OOSTER SSEM LIES Refer to F igure 9 The basic

booster package can be adapted for installation at

the aileron elevator or rudder positions. All hydrau-

Figure 9 6 9A Basic Control

Booster

Package


23/36

Figure

Components

of Control Booster Assembly

lie components of the booster assembly are attached

to a forged aluminum alloy manifold forming an

assembly which can be easily removed from the

booster package for replacement or bench check. Fig

ure 10 illustrates the components

of

the new booster

package.

The aileron booster

is mounted on the wing rear

beam at the airplane centerline in the

af t

service area.

t

is connected to the ailerons

by

push-pull rods.

The elevator booster

is

mounted beneath the hOfii-

zontal stabilizer and is connected by a push-pull rod

to the elevator torque tube horn.

The

rudder

booster

is mounted beneath the hori

zontal stabilizer and is connected to the tenter rudder

torque tube by a push-pull rod.

utopilot

Connection

In the new control booster

package, autopi lot signals are fed into an electro

hydraulic transfer valve. This valve positions the

booster valve independently

of

the normal input from

the flight station cable system. Thus, the normal input

system friction and inertia have a negligible effect on

response to auto-pilot signals.

Trim Tab Operation

All trim tabs on the Starliner

are controlled

by

a cable and drum system.

No

servo

action

is

employed.

ILERONS Ailerons on the Starliner are of new

design. Each aileron is 25 feet long and weighs 197

pounds complete with counterweights and trim tab.

Hoisting points are provided to facilitate handling

see Ground Handling Provisions , Vol. 3 No. 6

of

the

Digest

Aileron trim tabs are over 7 feet long

and are secured to the aileron beam by piano-type

hinges.

Detachable counterweights are cantilevered from

the aileron front beam. Each aileron is supported

by

six hinge-brackets and is actuated from the booster

by a push-pull rod system. Each system includes three

tube sections which form a 48-foot continuous assem

bly. These tubes are routed along the wing rear beam

face and are supported in each wing by rollers

mounted in brackets.

t

the outboard end

of

the

push-pull rod system, a bell-crank linkage

is

used

to produce the required differential motion of the

ailerons.

ELEV TORS N RU ERS The

elevator counterbal

ance has been redesigned to reduce weight and to

conform to the design of the new booster. The ele

vator booster power lever is connected to two rods;

one attached to the elevator torque tube horn, the

other to the counterweight lever. One hundred per


24/36

cent static balance is provided at approximately

1

degrees

UP

elevator position.

Fabric covered center and outboard rudder assem

blies are secured to the trailing edge structure of the

vertical stabilizers by ball bearing hinges - three

hinges on the center rudder and four on each out

board rudder. Outboard rudders are interchangeable

between left and right sides. Counterbalances are

located in the upper portion

of

each rudder below

the top hinges. Push-pull rods link the outboard and

center rudders. Rudders and elevators are actuated

by cable systems from the flight station to tension

regulators mounted on the booster input shafts in

the tail section

of

the airplane.

WING

L P

SYST M The

Starliner uses the Lock

heed-Fowler wing flap. An inboard and an outboard

flap section are installed on each wing. The sections

are not interchangeable between left and right wings.

Each section has four track supports and roller car

riages and

is

actuated by two ball-bearing screw jacks

and intermediate gear box assemblies mounted in the

wing trailing edge.

The

intermediate gear box assem

blies are connected to the flap motors and main gear

box by a torque hlbe system.

Main Gear

Box

and Follow Up

Mechanism

The flaps

are powered by two 3000 psi hydraulic motors

through a main gear box. Each motor

is

operated

separately by one of the two hydraulic systems. Fluid

to the motors passes through an asymmetry shutoff

valve, a manual shutoff valve, filter, and flap control

valve. All the flap hydraulic units are located in the

af t service area.

Flap position

is

selected from the flight station

through a cable system which

is

connected to the fol

low-up mechanism mounted on the main gear box.

24

Wing

Flap

Construction

The

flap leading edge

is

attached

by

screws and is removable to facilitate

inspection and repair. All exposed rib faces are pro

vided with removable metal inspection covers

or

fabric patches. Each inboard flap section is 28 feet 4

inches in length and weighs 177 pounds without flap

carriages. Outboard sections are each 22 feet 3 inches

in length and weigh 125 pounds without flap car

riages.

U L

SYST

The fuel system has seven integral fuel tanks in

the wing including the center section tank. Tanks

are numbered

1 2

5

7

6 3

and 4 from lef t to r ight

looking forward and have a total capacity

of

9842

U.S. Gallons.

Fuel tanks have individual capacities

as follows: tank Nos. 1 and 4 1344 gallons; tank

Nos. 2 and 3 1385 gallons; tank Nos. 5 and 6 1370

gallons; and tank No.7 1644 gallons. Fuel tank

access panels and fillers are located on top of the

wing. The box beam structure which forms the tanks

was discussed under the section entitled The 1649A

Wing in Vol. 3

No.5

of the igest For the fuel

system schematic and the location of fuel system

components, refer to the fold-out pages in the center

spread.

OOST R PUMPS

An electrically powered submerged

booster pump is located in each tank. The booster

pump delivers

fuel to the engine-driven pump

through a pump shutoff valve, a check valve, firewall

Fuel tank capacities given in this section r the results

accurate fuel tank filling checks made recently and may

differ slightly from earlier computed capacities listed in previ-

ous Issues


25/36

shutoff valve, and a lO-micron filter. Fuel pressure

from the booster pumps is 19 to

35

psi. Booster

pumps in tanks 1

2,

3 and 4 are each enclosed in a

surge box see Figure 11 . Each surge box is fitted

with integral flapper check valves which ensure a suf

ficient level

of

fuel in the box to feed the inlet port

of

the pump when the airplane is in an abnormal

flight att itude. All booster pumps are mounted in the

lower wing skin and fuel must be drained from any

tank from which a booster pump or impeller cavity

cover plate is to be removed.

ROSSFEED SYSTEM

Fuel can be supplied from any

tank to any engine through the cross feed system.

Check valves prevent interflow between tanks during

crossfeed operations so that intertank transfer of fuel

cannot occur.

The crossfeed system is comprised of a

left side and right side system. These are intercon

nected through a cable operated crossover shutoff

valve. Fuel from tanks

No.1

2, and 5 feeds the lef t

cross feed system and fuel from tanks No.6 3 and 4

feeds the right crossfeed system. Fuel from tank No.

7 can be fed to either the left or the right crossfeed

system by the cable operated three-position crossfeed

selector valves.

VENT SYSTEM A vent valve within each fuel tank

two in tank No.7 is connected

by

tubing to an

overboard vent cluster housing in each wing.

The

left wing housing contains the vent outlets for tanks

No.1 2,

5

and

7

The right wing housing contains

the vent outlets for tanks

No.3

4, 6, and

7

Continued on next page

UNDERNEATH

SIDE WING SKIN

MOTOR VENT

SEAL DRAIN

OT

SURGE

BOXES

ARE

INSTALLED

IN

FUEL

TANKS NO 3

AND ONLY

BOOST

PUMP AND WATER

DRAIN VALVE INSTALLATION

IS

TYPICAL FOR

ALL

TANKS

DUMP VALVE INSTALLATION

IS TYPICAL FOR ALLTANKS

EXCEPT

NO 7 WHICH

NOT HAVE

FI£L

DUMP ING

PROVISIONS

0

0

0

0

0

0

0

0

0

0

0

VIEW OF INST LLED PUMP

LOOKING

UP

UN ERNE TH

W N

OT

FI£L PUMPS ARE

REMOVED

FROM

U N R ~ T H

SIDE OF WING

W RNIN

DR IN

FUEL

FROM

T NK

EFORE REMOVING PL TE

FLAPPER

VALVE

SURGE BOX STRUCTURE

Figure 1649A Fuel Booster Pump Installation Surge box

is

typical for

fuel

tanks I 2 3 and 4


26/36

FU L DUMP HUT S ND V LVES An electrically

actuated extendable dump chute is installed at the

trailing edge of each wing between wing stations 90

and 145 lef t and right see Figure 12 : Flame arrest

ors are installed at chute outlets.

Six electrically operated fuel dump valves are

installed on the

wing

rear beam adjacent to each tank

Nos. 1 through 6

Tank

No.7

has no provisions for

dumping fuel. Fuel dumping is accomplished by

dumping fuel from paired tanks; Nos. 1 and 4 Nos.

2 and

3

and Nos. 5 and

6

Fuel from two or all

three pairs of tanks can be dumped simultaneously.

Approximately 10 minutes are required to reduce

the fuel load from the maximum gross weight of

156,000 pounds to the maximum landing weight of

123,000 pounds.

FU L SYST M PLUM ING Except for the short fuel

supply lines which connect the firewall shutoff valves

to each engine, all fuel system plumbing is installed

inside the tanks.

W TER

R IN

O

QU NTITY INDIC TING SYSTEM The 1649A uses

Minneapolis Honeywell capacitance type fuel

tity gages. Tanks No.1 and 4 each have seven probes,

tanks No. 2 and 3 each have probes, and tanks

No.5, 6

and 7 each have two probes. All probes are

mounted in the upper wing skin except those in the

center section tank; these probes are mounted

in

the

lower wing skin.

The

probes in the upper wing skin

can be easily removed for replacement without open

ing the fuel tanks. Refer to Figure 13.

IR ONDITIONING SYSTEM

The

1649A air conditioning system is very similar

to that used in 1049 Series aircraft. Most accessories

are similar to those of the 1049G but their locations

and installation are different. The Air Conditioning

Ducting System -diagram

on

one

of

the fold-out

pages shows the locations

of

the system components.

IR DISTRI UTION Cabin supercharger air is dis

charged

aft

through ducts and cooling equipment in

the outboard nacelles. This air is ducted along the

wing rear beam to manifolds at the bottom

of

the

45

Figure

Fuel

Dump Chute

Installation


27/36

Figure Fuel Quantity

Probes loc tion

Diagram

left and right cabin air risers. Supercharger air is

mixed in the manifolds with heated or unheated

cabin recirculated air and then sent through the risers

and overhead ducts to distribution outlets in the

cabin.

PRESSURIZ TION

N

OOLING

SYST S

The cabin

can be pressurized to maintain an 8,000 foot altitude

at an airplane altitude of 25,000 feet.

The

cabin

superchargers are installed in Zone 3 of nacelles No.

1 and No.4 and are supported by welded tube brack

ets attached to the wing front beam. Supercharger

ram airscoops are located in the wing leading edge.

These airscoops are de-iced by electric blankets.

The

main body of components for the refrigeration

system is installed in the outboard lower nacelles,

aft o f the front beam bulkhead. The following acces

sories are installed in this location: primary hea t

exchanger with ground cooling

fan

secondary

heat exchanger with ground cooling

fan

cooling

turbine, pressure ratio limiter, supercharger dump

valve, and the four-way mixing valve.

Water

separa

tors

of

a different type than those used on the 1049

airplanes, are installed in the wing trailing edge

downstream of

the four-way valve.

HE TING SYSTEM

Because

of

the wing structure on

the Starliner the two cabin heater packages which

are similar to, but not interchangeable with, those on

the 1049G are located farther forward and reversed

from their installation on the 1049G. The heater

package is not connected to the auxiliary ventilation

inlet duct s on the 1049 airplanes.

UXILI RY VENTIL TION SYSTEM

A circular aux

iliary ventilation inlet scoop is located in each wing

leading edge just outboard of the wing/fuselage

fillet. Ducts which contain the auxiliary ventilation

inlet valves lead from these scoops to the cabin air

risers and then to the supercharger crossover duct.

For fresh air on the ground, an air inlet door which

is electrically actuated is provided on the lower sur

face of the wing/fuselage fillet on each side of the

airplane. A duct connects this door with the recircula

tion fan plenum.

ONTROL SYSTEM

The air conditioning control sys-

tem functions the same

s

that on the 1049G and

the control panel at fuselage station 260 has been

changed only slightly. On the 1649A panel there is

a light for each primary heat exchanger exit door to

indicate when the doors open. Two other lights indi

cate when each secondary inlet scoop is open.

ep-

arate control switches for the ground fresh air inlet

doors have been added.

This concludes this series of three introductory

articles describing the Starliner. The information in

these articles is applicable to the airplanes s they

are now being delivered. Future reference should be

made to the 1649A manuals for changes or revisions

to the aircraft, since we will not attempt to revise

the information presented herein. However, future

issues of the

ig st

will,

of

course, include articles

to assist you in the service and maintenance of Star

liner aircraft.


28/36

BOOSTER CYLINDER

ELEY TOR PISTON ROD

SSEM LY

IS 26.265

IN LONG

RUDDER

PISTON ROD SSEMBLY

IS 29.25 IN LONG

D o n ot i nc lu de t he p isto n ro d e nd f it ti ng e ye )

in

measurement.

Measuring fiston Rods in Booster Cylinders to

Prevent Installation

of Wrong

Parts

in ircraft

LL

ONSTELL TIONS

Replacing faulty components

with units which have been overhauled and function-

ally tested by an authorized shop has much to recom-

mend it as a good way to save time and keep the air-

plane out of trouble.

Don t try

t o o ve rh au l

or

repair

a f un ct io n al u n it on

th e

airplane. Each time a new or overhauled unit

is drawn from stock for use on an airplane the

mechanic should make sure that three vital require-

ments are satisfied:

• First he should be certain that he has the right

replacement unit and that it has been functionally

tested and signed off by the responsible agency.

• Second he should make the prescribed operational

test

of

the overhauled unit and the associated

sys-

tem after the unit has been installed.

• Third the installation

anJ

then the unit and sys-

tem operation should be inspected and signed off

by the proper authority

SHORTCUT? A good example of what can happen

when correct maintenance practices are bypassed is

the incident which we might call

The

se

of the

wo

rong Too ong Pistons

8

In each

of

two similar incidents reported

the

trouble started as the result

of

an ill advised shortcut

in maintenance procedures on Super Constellations.

And in each case the pattern

of

events was the same:

To solve a leakage problem only the piston rod assem-

bly was removed from the elevator booster cylinder in

the airplane. Then a new booster cylinder assembly

was drawn from stock and disassembled

on

the

bench.

The

used and the new piston rod assemblies

were exchanged and the new booster cylinder

assembly conta ining the old piston was returned to

stock. The new piston was then installed in the old

booster cylinder which was still on the airplane.

There was just one th ing wrong. The piston rod

assembly installed in the elevator booster cylinder

on

the airplane was the wrong part. It

had

been taken

from a rudder booster cylinder This discrepancy was

discovered during inspection when it was found that

in

UP

posit ion the elevator power lever was hit ting

the structure and in

DOWN

position the elevator

tr.avel was 5 inches short.

Naturally changing the adjustment

of

the rod end

fitting and the length

of

the cylinder did not correct


29/36

the difficulty. s possible to install the wrong piston

rod assembly in either rud der o r elevator cylinders

on Constellations and Super Constellations. But the

two piston rods should never be used interchange

ably, because the rudder piston rod is approximately

3 inches longer than the elevator piston rod.

Before installing a booster assembly, it can

e

quickly determined whether it has the correct piston

installed y measuring the length

of

the piston rod

see illustration). Th e rudder booster piston rod is

29.25 in. long. Th e elevator booster piston rod

is

26.265 in. long.

Th e

measurement includes only the

length

of

the polished piston rod, excluding the

eye

fitting) s illustrated.

DO

IT

RIGHT Overhauling any functional unit while

it is in stalled will usually cause difficulties in the

air cr aft s functional systems. I n t he cases we have

described it wasted time instead

of

saving it. A nd

serious consequences could easily have been the result.

Shortcuts may have an occasional emergency use in

maintenance wo rk to meet schedule deadlines. But

the detailed procedures in manuals and technical

orders are based on long experience with systems and

system components. Using these procedures can actu-

TIPS

649 749 749A 1049BASIC

E

G and H

Occa

sionally t he W em ac passenger r ea di ng lights may

need readjustment because

of

changes in seating

arrangements, aircraft modifications, or maintenance

operations. Trans-Canada Air Lines has developed a

neatly packaged kit for aligning the Wemac read

ing light. As shown in Figure 1, the kit includes a

length of tubing, an adapter, a rubber-faced wooden

disk, a nd a wooden panel.

Th e

tu bi ng a nd t he disk

are stored in the p an el when n ot in use.

Continued o next page

ally save maintenance time a nd provide increased

airplane utilization w ith safety. A common-sense

approach to aircraft maintenance means that we

should follow these basic rules in maintaining func

tional parts:

•

D O

remove

th e

functional unit

from

the airplane

an d

send

it

to a

p r op e rly e q uip pe d s h op fo r

over

haul

an d

functional test.

•

DO

make a quick

bu t

thorough visual compari

son

of

th e

ne w

unit

an d

the old unit,

to

check

fo r

obvious differences in

part number

size, posi

tion of

mounting

holes

Documents

Lockheed Field Service Digest FSD Vol.4 No.1 Intro L1649 Starliner Part 3 of 3