A SERVICE PUBLICATION OF LOCKHEED MARTIN … · LOCKHEED MAaTIN 4 VOL. 24, NO. 1 JULY-SEPTEMBER 1997 ... TriStar, JetStar, and the L-188 Electra. The mutually supportive partnership

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LOCKHEED MAaTIN 4 VOL. 24, NO. 1 JULY-SEPTEMBER 1997

A SERVICE PUBLICATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS SUPPORT COMPANY

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It would be difficult to find an area of human endeavor that is more dependent upon team-work for success than aviation. It is significant that mankind’s first conquest of the air wasnot achieved by an isolated visionary laboring in seclusion.

Instead, the initial success came through the combined efforts oftwo gifted bicycle mechanics from Ohio, working with a team ofhelpers and friends on a windswept beach in North Carolina.

We at Lockheed Martin Aeronautical Systems Support Company(LMASSC) have never lost sight of the importance of just that kindof teamwork in the way we operate our business. It is no coinci-dence that LMASSC is organized as a close partnership of twoteams of specialists, both fully committed to meeting the totalsupport needs of our customers.

Each of the LMASSC organizations has its own special areas ofexpertise and responsibilities. Business Development, led byGeorge Lowe, is the marketing arm for LMASSC and as suchprovides a remarkably broad range of customer support products. These include a com-prehensive spares provisioning program that offers new and overhauled spare parts andsupport/test equipment, rebuilt parts, an innovative parts exchange program, and completecomponent repair and overhaul. Business Development is also able to meet operator

requirements for technical manuals, training equipment, anextensive line of O.E.M. - approved modification kits, and com-plete turn-key Contractor Logistics Support (CLS) packages.

The Field Support side of LMASSC, led by Jim Adams, has theresponsibility for providing all support services, such as on-siteField Service Representatives, field modification teams, on-siteaircrew and maintenance training, aircraft preservation, andtechnical assistance with heavy maintenance of all types. FieldSupport can also provide technical support for damage assess-ment and major inspections for a wide variety of LockheedMartin-built aircraft. These include the C-130/L-100 Hercules,C-141 StarLifter, C-5 Galaxy, P-3 Orion, S-3 Viking, L-1011TriStar, JetStar, and the L-188 Electra.

The mutually supportive partnership that characterizes the oper-ations within LMASSC is in many ways a reflection of the kind of relationship we are striv-ing to build with operators in every corner of the globe. LMASSC is a unique company inthat it was designed from the very first day to meet the total support needs of our cus-tomers. We believe we have been able to meet most of their needs and expectations, butwe will not be satisfied until we are able to meet them all. For us, it is not only a matter ofgood business, but it goes to the essence of what it takes to help ensure the success ofeveryone who operates a Lockheed Martin aircraft. In the final analysis, it’s all in the team-work. We cordially invite you to become part of the team. Just give us a call!

It’s All in the Teamwork

Business Development Field SupportG. M. Lowe J. D. AdamsTel: 770-431-6660 Tel: 770-431-6500Fax: 770-431-6666 Fax: 770-431-6556e-mail: [email protected] e-mail: [email protected]

Service News is published by Lockheed Martin Aeronautical SystemsSupport Company, a subsidiary of Lockheed Martin Corporation. Theinformation contained in this issue is considered to be accurate andauthoritative; it should not be assumed, however, that this material hasreceived approval from any governmental agency or military serviceunless specifically noted. This publication is intended for planningpurposes only, and must not be construed as authority for makingchanges on aircraft or equipment, or as superseding any establishedoperational or maintenance procedures or policies. Written permissionmust be obtained from Lockheed Martin Aeronautical SystemsSupport Company before republishing any material in this periodical.Copyright 1997, Lockheed Martin Corporation.

Address all communications to Editor, Service News, LockheedMartin Aeronautical Systems Support Company, 2251 Lake ParkDrive, Smyrna, GA 30080-7605. Telephone 770-431-6544; Facsimile770-431-6556. Internet e-mail may be sent to [email protected].

LOCKHEED MARTIN

Service NewsA SERVICE PUBLICATION OFLOCKHEED MARTIN AERONAUTICALSYSTEMS SUPPORT COMPANY

EditorCharles I. Gale

Vol. 24, No. 1, July - September 1997

CONTENTS

2

3

7

13

14

Focal PointLMASSC’s Business Development andField Support units team up to providethe best in total customer support.

All About Power Plant HosesBoth Teflon and elastomeric hoses areused to connect power plant compo-nents in C-130H and earlier Hercules.This article explains what goes where.

Inside the C-130JA special center section featuring adetailed cutaway drawing of thenewest Hercules airlifter.

Propeller Reindexing SafetyCareful control of engine torquewill ensure propeller reindexing safety,even at sea level during wintertime.

1997 Hercules Operators ConferenceOctober 13, 1997 is the starting datefor this year’s HOC. You’ll find all theconference details here, and even apreregistration form. Please join us!

Front Cover: The Royal Air Forceleads the way as the launch customerof the C-13OJ.

Back Cover: A C-13OJ in a maximum-effort takeoff during flight testing.

Photographic support by John Rossinoand Rita King.


here seems to be considerable confusion aboutthe Teflon and elastomeric hoses used with thepower plants of Hercules aircraft prior to the

C-130J. The number of inquiries received by bothAllison and Lockheed Martin regarding these hosesindicates that a significant amount of misunderstandingexists as to who supplies these components, and towhich subassemblies specific hoses belong.

First, let us clarify what we mean by engine hoses.The engine, which was manufactured by the AllisonEngine Company, is the bare engine as it comes out ofthe shipping container. It comes equipped with allTeflon hoses, supplied by the engine manufacturer.

Second, there is the quick engine change (QEC),manufactured by Rohr Industries. It is the housing sur-rounding the engine, and includes the cowling, oil tank,and the other plumbing which facilitates the mounting ofthe engine to the aircraft. Most of the hoses used in theQEC are elastomeric (rubber), but a few are Teflon.

Finally, there is the aft nacelle. The aft nacelle isthe part of the aircraft wing located at the point wherethe engine and QEC attach to the airframe. As in thecase of the QEC, most hoses used in the aft nacelle areof elastomeric construction. Here again though, therealso are some hoses of Teflon construction.

Now that we have identified the principal powerplant subassemblies that apply in connection with hoseapplications, we can list them separately. Listing themin this way will help eliminate the confusion that comesfrom lumping. all the ‘engine, QEC, and nacelle hosestogether and calling them all simply “engine hoses.”

Engine Hoses

The following listing shows the hoses that comewith the Allison engine as shipped in the container fromthe factory. All the hoses provided with the engine areTeflon hoses. They have no time-change requirementsand are changed on the basis of condition only.

T

Lockheed Martin SERVICE NEWS V24N1 3


68766456844814-04109768766466876647230556066876644687664968772006876648687720168760796876082687607768760786846454-06114068772456844814-0611146847553-0411326844335-0691716844747-0410856844814-0611376844815-0411146844815-0611266844815-0411226844815-0410666844814-0412466851398688777368513966844745-121360

Part Number Description

Fuel, Pump Case DrainFuel, Aneroid to Inlet HousingFuel, Pump to LP FilterFuel, LP Filter to Fuel PumpFuel, Pump to EnrichmentFuel, Enrichment to ControlFuel, Pump to ControlFuel, TD Valve to ControlFuel, TD Valve to PumpFuel, Control to TD ValveFuel, Valve to FF TransmitterFuel, FF Transmitter to Drip ValveManifold, Fuel, Left-HandManifold, Fuel, Right-HandAir, Filter to Speed ValveAir, Speed Valve to Hose TeeAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveAir, Compressor Bleed ValveOil, Scavenge Filter to Fuel HeaterOil, Power Section to Scavenge FilterOil, Reduction Gear Box to Scavenge FilterOil, Vent, Accessory Drive Housing to Engine Breather

Teflon Hoses for the T56-15/16 and 501D22A Engines

4 Lockheed Martin SERVICE NEWS V24N1


QEC Hoses

The following list of QEC hoses are Lockheed Martinfurnished Teflon and elastomeric hoses. The Teflon

hoses have no time-change requirements and arechanged on the basis of condition only. The elastomer-ic hoses, however, do have a shelf and service life andmust be replaced on a time-change basis.

Teflon Hoses for the L-100/C-130 QEC

Part Number

124002-4CR-0183124001-4CR-0142124001-4RC-0240124D002-6CR-0150124D012D020DC00755200-3 (LAC) or 106852-3

Description

Drain, Fuel Recycle1Vent, Fuel Recycle1Drain, Fuel Recycle1Fuel, Recycle1Fuel, Recycle1Starter, Pressure Sensing

Part Number

755124-1131040-24-0166S36B90082-0166156780-24D-0166755204-2624166-N-0167156704-20D-0167131033-20D-0167S36B90083-0167

Description

Oil, Return to Oil CoolerAlternateAlternateAlternateOil, Reduction Gearbox InletAlternateAlternateAlternateAlternate

1C-130; L-100 aircraft only if the fuel drain recycling system is installed.

Elastomeric Hoses for the L-l 00/C-l 30 QEC

(Continued on the next page.)



6

Part Number

755210-3624162-4-0210156701-4S-0210131030-4-0210S36B90084-0210755211-2624162-4-0200156701-4S-0200131030-4-0200S36B90085-0200755235-3090-624176M0324156716H0324D90131037-16D-0324-90S36B90087-0324755238-1131038-24D-0325156715K0325D270270-624189P0325S36B90136-0325755125-1111271-16D-0256755227-1090-624168-M-0250S36B90110-0250131034-16D-0250-90156705H0250D90601000-4-0140601001-12D-0274601002-4-0070601002-4-0101601002-4-0106601002-6D-0154601051-20D601051-20D-0204755129-1AT1532755241-3131039-6D-0323-32156717D0323D32032-601721H0323S36B90089-0323MS28741-4-0110755224-3755208-1624162-24D-0182131030-24D-0182156701-24D-0182S36B90081-0182

Description

Oil, Gearbox PressureAlternateAlternateAlternateAlternateOil, Power Section PressureAlternateAlternateAlternateAlternateOil, Power Section InletAlternateAlternateAlternateAlternateOil Cooler OutletAlternateAlternateAlternateAlternateFuel, Heater Strainer (Fuel In)AlternateFuel, Power Section (Fuel In)AlternateAlternateAlternateAlternateDrain, AneroidOil, Tank DrainFuel, Fuel Shaft Seal, DrainFuel, Drip Valve, Drain (C-130 only)Fuel, Motor Cavity, DrainOil, Scupper and Sump Oil Tank, DrainAir, Power Section, Breather (C-130 only)Air, Power Section, Breather (L-100 only)Fuel, Burner Fuel, Drain (C-130 only)AlternateOil, Oil Tank Scupper, DrainAlternateAlternateAlternateAlternateOil, Hydraulic Pump (Drain)Oil, Hydraulic Pump (Suction)Oil, Tank ReturnAlternateAlternateAlternateAlternate

Elastomeric Hoses for the L-100/C-130 QEC (contd)

(Continued on page 11.)

Lockheed Martin SERVICE NEWS V24N1


Structure and general 1 Upward-hinging di-electric radome

Forward pressure bulkhead

10 11 12 13 14 15 16 17 1B

19 20 21 22

23 24 25 26

27

2B 29 30 31

32 33 34 35 36 37 3B 39 40 41

42

43

44 45 46 47 4B

49 50 51 52

Pilot's portable oxygen bottle Pilot's seat Co-pilot's seat Augmented crewmember's-seat and seat track Inboard-facing galley Upper crew-bunk Lower crew-bunk incorporating three additional seats and full harnesses Emergency exit Fire extinguisher and first-aid kit Crew-equipment closet Flight-station entry ladder Crew entry door and integral stairs Production break Two 2311tre urinals and curtains Loadmaster's station Forward fuselage plug section (2.54m) Cargo-bay floor and tie-down rings Cargo handling-rollers Troop-seats, stowage position Extruded longerons and doubler strips Underfloor bulkheads Side emergency-exit doors IJnderfloor heat-deflectors Propeller-shed object-protection plate Cargo-bay underfloor heat exit-vents Main undercarriage-bay fairing Utility hydraulic reservoir Boost hydraulic reservoir Fuselage/wing centre-section joint and main landing gear side panels Cabin insulation and soundproofing Inward-opening up and over doors Rear fuselage plug section (2.03m) Flushing toilet and curtain Stowage containers Cargo net container Auxiliary hydraulic reservoir Water bottles (drinking) Cargo-ramp door Ramp and cargo-door hydraulic actuators Cargo door containing loading ramps, paratroop-door ladders and stowage containers Paratroop static-line reels (both sides) Reinforced rear-fuselage longerons Cargo-door hinge Twin-spar fin torque box Continuous twin-spar tailplane Tailplane skin reinforced with stringers Access panels (top only) Wing ribs (Warren-truss design)

·Sealed-tank bulkhead ribs Dry wing-bay

53 Leading-edge structure 54 Integrally machined upper and

lower skin and stiffeners 55 Wing production-break multi-bolt

attachment 56 Built-up rear spar 57 Built-up front spar SB Integrally machined stiffener

locations 59 Life-raft compartments

60 61

62 63

Life-raft compartment doors Wing centre-section carry-through tunnels for control-cables and ECS Fuel surge-baffle Fuel tank access door

Air conditioning and environmental control systems (ECS) A1 Instrument-cooling ducts A2 Cargo-bay forward air-conditioning A3 Flight-station bleed-air duct A4 Overhead equipment-rack cooling

duct AS Flight-station/cargo-bay

interconnecting duct A6 Cargo-bay air-conditioning unit

(starboard landing-gear fairing) A7 Bleed-air

AB Mixing chamber A9 Under-floor heat-duct A10 Cargo-bay rear air-conditioning

(C-130J-30 shown.)

8

Anti-icing 01 Leading edge anti-icing bleed-air

piccolo tube 02 Engine bleed-air diffuser ports 03 Empennage anti-icing duct 04 Tailplane leading-edge anti-icing 05 Fin leading-edge anti-icing

Controls C1 Rudder pedals C2 Control column C3 Aileron hydraulic-boost C4 Aileron bell-crank CS Aileron (25° upward tra

downward) CG Aileron trim-tab C7 CB

C9 C10 C11

C12

Aileron static-balance 1

One-piece outboard pa flap (40° travel) Composite inboard Ila~ Flap carriage and track Screw-driven flap actu; linkage Rudder and elevator h1 boosters· · Elevator static counter· Rudder static counter-I One-piece rudder (± 3! Rudder trim-tab and se Rudder hinges Elevators(40°upward tr downward)



ird

vel)

C19 Elevator hinges C20 Elevator trim tab

Electrics and electronics E1 Westinghousing MODAR 4000

colour weather/navigation radar E2 AAR-47 forward missile

warning sensors and ALR-56M RDR warning receivers

E3 Electrically heated pilot tubes E4 Instrument panels ES Overhead electrical panel Es Pilot's head-up display unit E7 External-power receptacle point EB Avionics rack E9 ALE-47 flare dispensers E10 Augmented crewmernber

workstation E11 TCAS II antenna E12 Overhead electronic-equipment

rack E13 VHF antenna 1 and 2 E14 Doppler altimeter E1S Radar altimeter E16 TCAS antenna E17 IFF antenna E18 UHF antenna E19 GTCP85-185L[A] auxiliary power

unit E20 APU intake E21 APU exhaust E22 Air-conditioning ground-connector E23 Leading-edge observation light E24 Landing light E2S ALE-47 chaff/flare dispensers

E26 ALQ-15 7 infra-red countermeasures E27 UHF antenna E28 VHF antenna E29 HF antenna E30 UHF navigation antenna E31 Upper rotating beacon E32 Static-discharge wicks E33 AAR-47 missile-warning sensors E34 ALR-56M RDR warning receiver E35 ALE-47 chaff disrensers

Fuel system F1 In-flight refuelling probe F2 Single-point pressure refuelling F3 Surge box F4 Overwing filler points F5 Centre wing-section auxiliary fuel

tank (bladder type) F6 Cross-feed pipes F7 Venting tanks FB Fuel pumps F9 Fuel-jettison system F10 Fuel-venting pipe F11 Percolator tubes F12 Fuel-level sensors

V24N1 Lockheed Martin SERVICE NEWS

Powerplant and propellers P1 Dowty R391 all-composite six-blade

propellers P2 Engine-cowl access points and

engine mount P3 Allison AE 210003 gas turbine with

full-authority digital engine control (FADEC)

P4 Engine pick-up points PS Reduction gearbox P6 Engine exhaust pipe P7 Propeller hub and counter-weight

locations PB Accessory gearbox housing pg Bleed-air de-iced engine intake P10 Gearbox-mounted accessory drive P11 Hydraulic pump P12 Interconnecting strut P13 Generator P14 Oil-cooler intake P15 Nacelle-vent intake P16 Oil tank P17 Oil cooler P18 Firewall P19 Engine-fire extinguisher bottles

Undercarriage U1 Nosewheel steering control U2 Nosewheel-bay forward door U3 Forward-retracting fully steering

nose undercarriage U4 Nosewheel-bay rear door US Main undercarriage-bay U6 Non-frangible twin-wheel main

undercarriage with anti-skid U7 Undercarriage lateral link UB Undercarriage axel pg Pneumatic shock absorber U10 Undercarriage-bay door U11 Bay-door actuating mechanisum U12 Undercarriage-bay support struts U13 Screw and torque-shaft retraction

system U14 Tail-bumper skid strip

Giuseppe Plcarella Marietta, Georgia

1994 FLIGHT

9

C> Reed Business Publishing

This illustration appears courtesy of

Flight International, Allan Winn editor.



Two C-13OJ-30s and a C-130J (center) in formation flight over the Georgia countryside.

C-130J QUICK FACTS AND FIGURES

C-130J C-130J-30

International USAF International USAF

Operating Weight Empty lbs 75,562 80,619 79,291 84,348Max. Gross Payload (2.5g) lbs 41,790* 39,311* 38,061* 35,582*Max. Takeoff Weight (2.5g) lbs 164,000 164,000 164,000 164,000Max. Payload Range nm 3,150 2,825 3,200 3,000Max. Effort T/O Roll (ISA) ft 2,086 2,086 2,602 2,602Max. Effort T/O Distance (50 ft) ft 3,322 3,322 3,904 3,904Landing Distance ft 2,470 2,470 2,470 2,470Long-Range Cruise Speed ktas 312 312 312 312High-Speed Cruise Speed ktas 335 335 335 335Initial Cruise Altitude ft 28,000 28,000 28,000 28,000Time to Climb to 20,000ft min 14 14 14 14

Note: All data given in the table above represent interim values, subject to change* Increased payload studies are underway.




(Continued from page 6.)

Elastomeric Hoses for the L-100/C-130 QEC (contd)

Teflon Hoses for the L-100 Aft Nacelle

Teflon Hoses for the C-130 Aft Nacelle




111351-16-0240755226-1111300-6-0300755232-1149-50103-0460755239-1149-5018-0256755210-5131030-4-0130156701-4S-0130624162-4-0130S36B90084-0130755211-3131030-4-0340156701-4S-0340624162-4-0340S36B90085-0340

AlternatePump, Hydraulic DrainAlternatePump, Hydraulic PressureAlternatePump, Hydraulic PressureAlternateOil, Gearbox Pressure (L-100 only)Alternate (L-100 only)Alternate (L-100 only)Alternate (L-100 only)Alternate (L-100 only)Oil, Power Section Pressure (L-100 only)Alternate (L-100 only)Alternate (L-100 only)Alternate (L-100 only)Alternate (L-100 only)

Aft Nacelle

The Teflon and elastomeric hoses listed beloware for the aft nacelle. They are all LockheedMartin-furnished equipment.

In this case also, the Teflon hoses are changedon the basis of condition only. The elastomerichoses have a specific shelf and service life, andmust be replaced on a time-change basis.

TR736CC41-10-0282000AE9010T-028266060610-0282SAE1000429-J0282AE2460011-J0282

Pump, Hydraulic PressureAlternateAlternateAlternateAlternate

AS621-10-0282 Hydraulic Pump Pressure

11


Elastomeric Hoses for the L-100/C-130 Aft Nacelle


MS28741-16-0310ER28741-6-0292ER28741-16-0280755063-3206-3375-3AT1145353-100-00-18755062-7206-3340-7AT1127-7353-100-0040-103755062-g206-3340-gAT1227-9353-100-0040-104

Fuel,Oil, Hydraulic Pump Case DrainOil, Hydraulic Suction PumpExtinguisher, Fire, #4 Engine (LAC PN)AlternateAlternateAlternateExtinguisher, Fire, #1 & #4 Engines (LAC PN)AlternateAlternateAlternateExtinguisher, Fire, #2 & #3 Engines (LAC PN)AlternateAlternateAlternate

Remember that there are differing time changerequirements for different operators, depending uponthe maintenance program being used.

For example, the FAA requires that elastomerichoses on commercial aircraft be replaced after 5 yearsin service. In the case of the U. S. Air Force, T.O. 1C-130(A)-6 also requires that elastomeric hoses bereplaced after 5 years in use. An additional stipulation,

however, is that elastomeric hoses be replaced anytimethe engine is removed from the QEC close to the 5-yearreplacement interval.

It should also be’noted that the USAF has changedsome QEC elastomeric hoses to Teflon. SinceLockheed Martin engineering has not yet approvedthese replacements, no part numbers are available forthem.



13Lockheed Martin SERVICE NEWS V24N1

Propeller reindexing is normally accomplishedduring flight. The reason for this is the relativestability of propeller operation under flight con-

ditions. But there are times when it may not be possibleto put off reindexing the propellers until the next flightT. O. 1C-130H-1 puts it this way:

Since propeller operation is more stable inflight than on the ground, reindexing, whennecessary, should be performed during stableflight conditions. However, if normal govern-ing is out of limits, or fluctuating on theground, this procedure should be performedbefore considering the condition discrepant.

In situations like this, when a possible problemexists, propeller reindexing must be accomplished onthe ground. The present ground propeller reindexingprocedures described in the Lockheed Martin mainte-nance manuals state that in order to accomplish a goodpropeller reindexing, it is necessary to advance all fourthrottles beyond the temperature datum systemcrossover point and establish that all engines are devel-

oping a minimum of 8000 inch-pounds of torque.

This approach is ordinarilysafe enough when the outsideair temperature is at or abovestandard-day conditions. In coldweather, however, and especial-ly in icy or snowy conditions,there is a significant element ofrisk involved.

On the T56-A-15 engine,the torque produced in coldweather can be as high as 14,000to 16,000 inch-pounds atcrossover (820°C TIT). At thishigh power setting, it is very dif-ficult to prevent the aircraft fromsliding on an icy or snow-cov-ered surface. Even on a dry sur-face with chocks properlyinstalled, the airplane willbounce excessively and threatento jump the chocks.

Fortunately, it is unneces-sary to employ such high powersettings to reindex the propeller.

Propeller operation is based on maintaining approxi-mately 100% rpm when in the governing range. Ananalysis of the operation of the temperature datum andpropeller systems will show that the crossover point hasno effect on propeller operation, except when the throt-tle is actually being moved through it. The change inengine power at crossover can cause the propeller torespond in the form of an adjustment in the blade angle.

If the throttle is advanced far enough for the engineto develop 8000 to 10,000 inch-pounds of torque–evenif this is still below crossover–the propeller will be wellwithin the controlling range. At this point, an ade-quate and complete reindexing of the propeller systemcan be accomplished without exposing the aircraft orcrew to the hazards of jumping the chocks or slidingacross an icy or snow-covered surface.

Keep in mind that while avoiding high power set-tings, the torque at which crossover occurs should stillbe observed whenever possible to ensure that it does notoccur within the torque range being used for reindex-ing.



Lockheed Martin Aeronautical Systems SupportCompany (LMASSC) is pleased to announce theninth Hercules Operators Conference (HOC).

The conference will be held October 13 throughOctober 17 of 1997 at the Atlanta Marriott NorthwestHotel, which is located near our facilities in Smyrna,Georgia. The theme for this year’s conference is“Hercules – Meeting the Challenge.”

As in the case of last year’s HOC, we have maileda copy of the preliminary agenda to everyone who hasindicated an intention to attend. This helps operatorsand other visitors make their plans well inadvance of the conference opening date.

We want to emphasize that the HOC agen-da is largely determined by the input from theconference attendees. The subjects to beincluded will be based on the ideas, inquiries, and con-tributions of the conference participants. Without yourtimely support, we must substitute available material tocomplete the agenda. The inputs sent in to us do, there-fore, make a big difference, and we strongly encourageattendee participation.

The final agenda will be completed in advance toallow copies to be presented to each attendee at regis-tration. We expect to expand the usual working groupsthis year to include, as a minimum, a new one dealing

14

with the avionics area. Other subjects may also beadded, based upon inputs received during the next fewmonths. It is our intent to make this conference the bestone ever, informative and interesting for everyone. Weare soliciting input and presentations from all attendees,including those who may only have a few aircraft.

Most presentations will be scheduled for approxi-mately 20 minutes of conference time. However, weencourage our attendees to make a presentation even ifit lasts for only 5 minutes, or even less. We all can ben-efit from experiences of other operators and we encour-

age all to present topics and participate whole-heartedly. The input may be just a brief com-ment or question for the group, but it will beno less welcome, even if brief.

If you have not received HOC registrationmaterials and would like to attend the 1997 HerculesOperators Conference, clip out or photocopy the formon page 15, fill it out, and fax it to 770-43 l-6556. Youmay also mail the form to following address:

LMASSCP.O. Box 121Marietta, GA 30061

We look forward to hearing from each of you atyour earliest convenience.

1997 HERCULES OPERATORS CONFERENCE Preregistration Form

Phone: 770-431-6565 FAX: 770-431-6556

OPERATOR IDENTITY: (Location) Phone:

Name/Title/Organization:

Address: Fax:

GENERAL DESCRIPTION OF YOUR ORGANIZATION:

HOC REPRESENTATIVE:

ATTENDEES:

PRESENTERS:

TOPICS:

ITEMS OF INTEREST FOR CONFERENCE:

AIRCRAFT FLIGHT HOURS - BY LAC SERIAL NUMBERS:

CONFERENCE FEE: (Nonrefundable, per person, payable in US dollars at registration.) International operators - $100 U.S. government (military and civilian) - $100 Vendors, contractors, and service centers - $300



A SERVICE PUBLICATION OF LOCKHEED MARTIN … · LOCKHEED MAaTIN 4 VOL. 24, NO. 1 JULY-SEPTEMBER 1997 ... TriStar, JetStar, and the L-188 Electra. The mutually supportive partnership

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