LOCKHEED

field service digest

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familiar bars and graph lines on the Digest's front couer haue been replaced by a new design.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 "Change of Address" information and to
present a more attractiue appearance. We hope you will like the new look.

AVIATOR'S OXYGEN
COMMERCIAL SERVICE BULLETINS PENDING
THE STARLINER (PART

III) .

HYDRAULIC SYSTEM .
LANDING GEAR, WHEELS, AND BRAKES
FLIGHT CONTROLS
FUEL SYSTEM .
AIR CONDITIONING SYSTEM
REMOVE AND REPLACE
TRADE TIPS
READING LIGHT ALIGNMENT KIT

11

12

13
14
22
24

26
28

29

CLEANING SUCTION RELIEF VALVES AND SCREENS

SHUR-LoK NUTS FOR SUPERCHARGER DISCONNECT .

30

AIRCRAFT EMERGENCY ESCAPE LADDER .

TECHNICAL PUBLICATIONS FOR TRANSPORT AIRCRAFT

33
34

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 SHAPE
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, it is comfortable."

32

what it is ...
why it requires pecial treatment . ..
how to handle it ...
Maintenance personnel know that any component of an oxygen system
must be kept clean and free of foreign matter, particularly 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
is not always fully appreciated.
049, 749, 1049, 1649 SERIES

It is the purpose of this article to acquaint, or

reacquaint, maintenance personnel who handle oxygen 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 1649A systems.

WHAT IS OXYGEN?
Oxygen (0 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.
Although oxygen by
itself is noncombustible, it supports combustion and
makes other materials burn rapidly. This property is
often put to use by foundries or metallurgicallaboratories 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.

AN AID TO COMBUSTION

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
will greatly increase the extent of any combustion,
a serious fire or e'xplosion may result. Fires may
even be caused by a jet of high-pressure oxygen
impinging upon soiled cabin trim materials or greasy
metal structure.
The hazards described above are increased in aircraft applications because the oxygen is under great
pressure and is of relatively high purity.
Shortly after an aircraft was
placed on ground display at an air show, the attending 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.

AN ACTUAL CASE

The subsequent investigation of this incident disclosed that there had been a small amount of grease
in a fitting in the oxygen overboard discharge system, 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 by the oxygen-fed fire
was so great that the fitting was burned through as
though cut with an oxy-acetylene torch. Although
a picture of the burned fitting is not available, Figure 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 oxygen, the investigations have revealed that faulty
maintenance of oxygen systems or careless and
improper handling of oxygen was the cause.

STORAGE OF OXYGEN CYLINDERS

FIRE AND EXPLOSION
Oxygen's ability to support
combustion, when added to its characteristic of combining 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 combinemaybe EXPLOSIVELY! It is not possible to predict
exactly what 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 produce a fire or explosion, they may do so spontaneously as a result of chemical reaction-no spark
or other form of ignition need be present.

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, handling, 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 by
an approved oxygen servicing facility if they have
been used for any compressed gas other than oxygen. Purging is also required if cylinder pressure

has been completely exhausted, because outside air

may have entered, and moisture may condense inside
the cylinder.

Figure 1 Oxygen Distribution Manifold Burned Through by Spontaneous

Combustion of Grease and Oxygen

Next, make sure that the cylinders are recharged

only with Aviator's Breathing Oxygen, Federal Specification BB-O-925, Grade A, or equivalent. Grade
A Aviator's Breathing 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
70F. Grade B maybe used if necessary, but is not
recommended for regular operations.

Figure 2 Recharging Operations at Modern Oxygen Servicing Facility

Showing Properly Identified Cylinders

It is not possible for maintenance personnel to

determine the grade and purity of oxygen without

special laboratory equipment. If there is a question
as to whether a cylinder contains breathing oxygen
or some other gas, don't use that cylinder to recharge
an aircraft oxygen system.
Make sure that storage cylinders are completely
painted to protect them from rust and to identify
the contents. Unfortunately, a standard method for
color coding of compressed gas cylinders to indicate
the contents has not yet been adopted in the United
States. In the interest of safety, we recommend
that breathing 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 parallel to its longitudinal axis. These
words should be painted white and should be at
least 1% inches high. Oxygen cylinders lettered in
this manner are shown during recharging operations
at a properly equipped oxygen servicing facility (see
Figure 2).

caps should remain installed on cylinders not in use,

to prevent damage to the valves. If a valve is broken
off, the cylinder will become an exceedingly dangerous unguided missile of destruction.
All other normal precautions concerning the storage 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. If such a partition is not
available in the storage area, oxygen cylinders should
be placed approximately 50 feet from any flammable
gas or material.
If oxygen cylinders are properly marked and stored,
there will be less chance of a landing gear shock strut
or tire being inflated with oxygen. This has happened
several times and in some cases, has resulted in disastrous
explosions and fire.

MAINTAINING THE AIRCRAFT

OXYGEN SYSTEM

Figure 3 Oxygen Cylinders Stored Indoors in Clean, Dry, Ventilated

Area with Protective Caps Installed
This color coding and lettering conforms generally
to U.S. military requirements, and is also becoming accepted as a standard identification by most
commercial operators in the United States. With
translation of the wording, it could be used internationally.
Breathing oxygen cylinders must be protected
against exposure to temperature extremes and should
be stored inside whenever possible. If 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 concrete floor in a clean, dry, indoor area. While oxygen 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 falling over. Protective
6

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 Constellation 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 70F [21C]). Model 049
and 149 airplanes are the exception to this rule.
They use a low pressure system (425 psi).
CLEANING Before installing any tube assembly in the
oxygen system, it must be thoroughly degreased,
cleaned, and dried. The method we use in production assembly is to submerge the entire tube assembly
in a tank of clean trichlorethylene (Spec MIL-T7003), 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.

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
An alternate procedure

*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 chemical or physical means.

CREW
COMPARTMENT

fLIGHT STATION

MAIN PASSENGER
COMPARTMENT

FORWARO
PASSENGER
COMPARTMENT

AfT
PASSENGER
COMPARTMENT

16 TWO-PORT SUPPLEMENTARY MANIFOLDS

c::::::J

OXYGEN SUPPLY
CREW OXYGEN
PASSENGER OXYGEN

l.

Filler check valve

2. Pressure reducer

OXYGEN REPLENISHING LINES

OVERBOARD DISCHAR"GE LINES
DILUTER DEMAND REGULATOR

[EJ RELIEF VALVE

~ CHECK VALVE
CJ SUPPLEMENTARY OXY OUTLET

5. Continuous flow pressure regulators

6. Relief valves

3. High pressure gage

1. Overboard discharge indicator

4. Line shut-off valve

8. Oxygen supply cylinders

Figure 4 Schematic Diagram of Typical Super Constellation Oxygen System

Figure 5
Degreasing Tubing in a
Trichlorethylene Dip Tank

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 operations, the lines should be flushed either with antiicing fluid which conforms to Spec MIL-F-5566, or
with anhydrous ethyl alcohol. Rinse the lines thoroughly with fresh water and once again dry them
with water-pumped compressed air.
using trichlorethylene as the
cleaning agent may also be used to clean oxygen system components. To ensure proper cleaning, follow
the instructions provided by the manufacturer of the
degreasing unit.
A vapor degreaser

When replacing an oxygen system fitting, clean the

new fitting carefully by 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. If 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.
8

For these reasons, Starliners and Constellations use

fittings made from corrosion-resistant steel or anodized 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. In any case, it is good practice to
clean shelf stock items before installation on the
airplane, using one of the methods outlined above.
Following complete
degreasing by any of the recommended methods,
every precaution must be taken to ensure that the
components are thoroughly dried as described earlier.
Moisture in an oxygen system may cause serious corrosion, or it may freeze in valves and regulators and
prevent their proper operation.
IMPORTANCE OF DRYING

Breathing oxygen (Federal Spec BB-O-925, Grade

A) may also be used as a drying agent if no other
method is available. No trace of trichlorethylene
should remain in any oxygen component, as fumes
from this chemical may act as an anesthetic on flight
crews or passengers.

Following the cleaning and drying process, all

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 tape 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.
APPROVED THREAD COMPOUNDS 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 Equipment Co., 2215 Commerce St., Houston 2, Texas).

These compounds may be used only to prevent

thread seizure and should be applied sparingly and
carefully to the male pipe threads only, coating just
the first three threads from the end of the fitting.
Do not dip a fitting into the thread lubricant. Thread
compound should not be used on flared tube fitting
straight threads, coupling sleeves, or on the outside
of tube flares.

SERVICING AIRCRAFT SYSTEMS

EXTERNAL FILLER CONNECTION Many Constellations 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.

Removing and replacing a discharged oxygen cylinder with

a fully charged one is a satisfactory alternate to using
the external filler on Constellations. It is standard
procedure on the Model 1649A, since no external
filler is provided to date. The changeover operation
must be completed in the shortest possible time 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 time be covered with a clean,
dry, plastic cap.
REPLACEMENT OF DISCHARGED CYLINDERS

Copper plumbing used at the supply cylinders will

become work hardened in time because of vibration

Figure 6
Adapter Fitting and ShutOff 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.
9

50

45

Graph starts at approximately 70F ambient temperature.

Add pressure change if ambient temperature rises above 70F.

40

.
....

Subtract pressure change if ambient temperature falls below 70F.

..:-

""
=

Graph is based on 1800 psi charged cylinders.

35

!C

........""
....
~
....
~

30

25

t.ll
Z

<

=
....

20
15
10

20

30

40

50

60

70

80

90

100

1,10

120

130

140

CHANGE IN PRESSURE IN PSI

Figure 7 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.

It should be removed and annealed, then cleaned and
reinstalled at periodic inspections to prevent cracking. If flexible metal hose has been installed instead
of copper lines, make sure that the hose is not subjected to a longitudinal twist (torsion) when it is
connected to the supply cylinders.
EFFECTS OF TEMPERATURE When recharging
through the external filler connection or when making any check of the installed 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 temperature 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 pressure shown on the system pressure gage. The oxygen
10

cylinders in the Cons.tellation and 1649A Starliner

are designed to be filled to an indicated 1800 (-+- 50)
psi at an oxygen temperature of 70F (21C). If 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 underfilling the cyllinders. 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 70F (21C).
PORTABLE CYLINDERS The portable oxygen cylinders require frequent inspection for indicated pressure 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 cylinder should be removed, cleaned, inspected, and
recharged.
CHECKING 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

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. If a wrench is used, this resistance will be easily overcome and the presence of
corrosion will be undetected. The use of a wrench
may also damage the valve seats. Damaged valves
and cylinders should be returned to a servicing organization qualified to repair such items.
Detailed instructions concerning this flow test
procedure are set forth in the applicable maintenance
manuals.
Following the recharging
operation and flow test, any parts of the oxygen system which were disconnected or replaced should be
pressure-checked for leaks. Do this by brushing each
of the affected connections with a bubble-free solution of a mild, neutral (Castile-type) cake or liquid
soap and water. Wash off all traces of the solution
with clear water immediately after testing, then wipe
dry with a clean cloth.
CHECKING FOR LEAKS

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 Compound, which does not cause corrosion.
Detailed instructions for the leak check are set
forth in the applicable maintenance manuals.

the filler hose. The gases generated by the fire were

then forced into the aircraft's oxygen system, but no
further check was made on the system after the fire.
When the pilot took a deep breath through the
oxygen mask, highly toxic gases were drawn into his
lungs. The aircraft was on the ground and no serious
consequences resulted, but the potential danger in
this incident is obvious. The entire affair could have'
been avoided if the airplane's oxygen cylinders had
been removed and replaced with properly charged
cylinders and the oxygen system flushed with dry ail
or breathing oxygen. Then the system should have
been checked for operation in accordance with the
maintenance manual. These are precautions which
must always be taken after a fire in the oxygen filler
equipment.

I,--------------------HANDLE WITH CARE

I
I We would like to re-emphasize the importance of

I system. The following list of Do's and Don'ts might

I serve as a reminder:

POISON ON DEMAND
Here is an example of what can happen because
of careless oxygen servicing. Not long ago an airline pilot climbed into an aircraft, put on an oxygen mask, took -a 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 during 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

Iproper caution when handling any part of an oxygen I

Do store spare, charged oxygen cylinders in a

cool place, protected from direct sunlight or
any source of heat.
Do mark all oxygen cylinders plainly to show
the contents, and store separately from other
gas storage cylinders.
Do mark all depleted cylinders "EMPTY" and
isolate from other cylinders to avoid the possibility of installing an empty cylinder in the
aircraft.
Do open and close oxygen valves slowly and
by hand only.
Don't use oxygen for other than its intended
purpose; i.e., don't use it for filling shock struts
or charging hydraulic accumulators.
Don't allow foreign material to enter any component of the system.
Don't test or charge an oxygen system with any
gas other than aviator's breathing oxygen (Federal Spec BB-O-925, Grade A) or equivalent.
Don'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.
Don't attempt any service or repair of the
oxygen system unless you are fully qualified
and authorized to do so.
.A .A

----------------------

COMMERCIAL SERVICE BULLETINS 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. There are no additions to the list at this time.
11

HIS IS the third 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.

THE

Since it is not feasible to include each minor system

in these initial presentations, and because some systems such as the electrical system are essentially the
same as on previous models, we have confined the
introductory material on the Starliner to the subjects
noted above. More information on pertinent subjects
concerning the Starliner will appear in future issues
of the Digest.

PART THREE

HYDRAULIC 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 Constellation 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 solenoid 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. System 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. 1. 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 50 per cent of the power to the surface
control booster systems. However, either system is
capable of supplying the hydraulic power necessary 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 controlled by system pressure.
Most main hydraulic units are located in the forward service area in the 1649A. This is a nonpressurized 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).

RESERVOIRS AND FILTERS After leaving the enginedriven hydraulic pumps, the hydraulic fluid is directed
past a pulsation filter (accumulator), through a stainless 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 systems. 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 reservoirs in the service area incorporates easily removable
micronic filters and bypass relief valves at the reservoir fluid return port. The fluid and air lines to the
aspirators have filters (screens) which require infrequent 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 reservoir 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 on next page)
1649A Reserve Hydraulic Filler Tank

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. WigO-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 transmitter and pressure switch, and a cylindrical accumulator, to a selector valve. This valve selects pressure
for either of the two following operations: emergency or ground operation of the No.1 brake system;
or emergency extension of the nose landing gear
14

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.

LANDING GEAR, WHEELS, AND BRAKES

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,
although normally hydraulically operated, can be
opened by manual release cables in the event of system hydraulic failure. The nose landing gear is otherwise essentially the same as on Constellation models,
except that there are two actuating cylinders each
operated by separate main hydraulic systems.
MAIN GEAR Refer to Figure 2. 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

assembly with actuating cylinder, linkage, locks, etc.,

thereby permitting complete gear build-up and adjustment 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 split
bearing caps which house large spherical ball bearings. 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 installed with the piston rod-end at
the strut, a position 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 aft 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.
Actuating 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 strut 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 Assembly. No hydraulic force is needed
to actuate the downlock; its action is purely mechanical and is designed on the over-center principle. A
bungee assembly containing a heavy coil spring connects to the downlock linkage to ensure latching of
the downlock 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 insertion of a Ys-inch diameter ground safety lock pin.
Uplock Assembly. Refer to Figure 5. 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 uplocks can also be opened by a manual release
(Continued on next page)

Figure 6 Main Gear Wheels Showing Provisions for Brakes

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 feature, 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 Brake. The incorporation of the manual
release cable system for the main gear uplocks,
together with other design features, allows the 1649A
main gear to be used as a speed brake. Actuating the
speed brake control handle located on the pilots
instrument panel glare shield opens the main gear
uplock hooks by means of the cable system and the
main gear free-falls and locks in the extended position. This speed brake feature can be used at indicated air speeds up to 234 knots.
MAIN GEAR WHEELS AND BRAKES Forged magnesium 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 III 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 landing 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 7. All brake discs are approximately ;4-inch
thick. Stationary discs are made of steel and rotating

16

Figure 7 1649A Multiple-Disc Brake Assembly

discs have a steel core with a bonded friction facing

material.
Brakes are actuated by dual magnesium pistons
which move in forged aluminum 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.
Brake 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 installed in the left side of
the airplane nose and supply oil to the master cyl(Continued on pa/!,e 21)

LOCKHEED FIELD SERVICE DIGEST

July-August 1957
Vol. 4, No.1

NOTE
RIGHT OUTBOARD NACELLE EQUIPMENT IDENTIFIED
LEFT OUTBOARD NACELLE EQUIPMENT IDENTICAL.

39

11

46

50

NOTE
LEFT FILlET EQUIPfIlNT IDENTIFIED
RIGHT FILlET EQUIPMENT IDENTICAL.
LEFT INNER WING EQUIPMENT IDENTIFIED
RIGHT INNER WING EQUIPMENT IDENTICAL.

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 PRESSURIZATION CONTROL (260) PANEl
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 PLENUM CtiAMBER
10 REFRIGERATION TURBINE UNIT
11 SUPERCHARGER DUMP VALVE
12 RIGHT CABIN SUPERCHARGER
13 PRIMARY HEATEXCHANGER, EXIT DOOR AND COOLING FAN
14 RIGHT PRIMARY HEATEXCHANGER AIR INLET (RAM)
15 SECONDARY HEAT EXCHANGER, EX IT DOOR AND COOLING FAN
16 RIGHT SECONDARY, HEAT EXCHANGER AIR INlET SCOOP
17 PRESSURE RATIO LIMITER VALVE LOCATION
18 CABIN AIR MIXING AND SELECTOR VALVE (4-WAY VALVE)
19 FORWARD OVERHEAD HOTWALL DISTRIBUTION DUCT
20 HOTWALL LATERAL DUCT, "NO WINDOW" 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 HOTWALL RISER
28 LOW PRESSURE GROUND AIR CONNECTION (AFT SERVICE AREAl
29 SUPERCHARGER CROSSOVER DUCT
30 HEATER CROSSOVER DUCT (FLIGHT STATION AIR)
31 HOTWALL SHUTOFF VALVE AND CONTROL
32 GALLEY VENTURI AND CONTROL&
33 AFT OVER HEAD CAB IN AIR DI STR I BUTI ON DUCT
34 AFT OVERHEAD HOTWALL DI STR IBUTION DUCT
35 AFT COLD AIR DI STRI BUTION DUCT (INDIVI DUAL OUTlETS)
36 AFT LAVATORY VENTURI
37 CABIN PRESSURE SAFETY RELIEF, NEGATIVE PRESSURE RELIEF
AND DUMP VALVE
38 CABIN NEGATIVE PRESSURE RELIEF VALVE
39 AUXILIARY VENTILATION EXIT VALVE
40 THERMI STOR BLOWER AND VENTUR I
41 RECIRCULATION AIR INLET 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
48 GROUND TEST BLOCKING PROVISION
49 SUPERCHARGER DUCT CHECK VALVE AND PILOT VALVE
50 ANTI-ICING VALVE (PNEUMATIC THERMOSTAT)
51 GROUND TEST PRESSURE FITTING
52 WATER SEPARATOR
53 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 HEAD)
PNEUMATIC RELAY, AUXILIARY PRESSURE REGULATOR VALVES (OUT flOW)
60 RADIO RACK VENTURI AND CONTROL
61 RADIO RACK COOLING BLOWER
62 FLIGHT STATION AUXILIARY HEATER
63 PILOTS FACE OUTLET AND CONTROL KNOB

&

&.
1649AAir Conditioning Dueting

&

TWA galley venturi is located under the floor structure.

TWA and Air France only.

17

LOCKHEED FIELD SERVICE DIGEST

July-August 1957

~
ACCUMULATOR WITH AIR GUAGE
AND AIR CHARGE VALVE
BUILT-IN PUMP SOLENOID
PILOT AND BLOCKING VALVE
RELIEF VALVE
FLOW REGULATOR (ARROW DENOTES REGULATED FLOW,
FREE FLOW OPPOS IT[ DIRECTIONI

r"---

,.....

-!Cit ~
~~NO. 4~

~ORIFICETYPE

PULSATION
FILTER
(TYPICAL)

..--'0..

PUMP PRESSURE LINE

""( FILTER (TYPICAL)

ENGINE PUMP
DRIVEN
HYDRAULIC
PUMP
(TYPICAl)

-=-j;l

RIGHT HEAT EXCHANGERS - - -...,

-;;;;tllr

~~-=-.l~~

_____
...-

AUXILIARY
MOTOR DRIVEN
HYDRAULI C PUMP
PRESSURE
SWITCH

PRESSURE
TRANSMlmR< ~
AND RESTR I CTOR

MANUAL GROUND TEST SHUTOFF VALVE

AIR PRESSURE
REliEF VALVE

rr===========(W;:IT;:H;:TR::=AN,;;S;,;;M;;,ITT;,;,ER:=)=;t
AUXILIARY ACCUMULATOR
(WITH AIR GUAGE AND VALVE)

PUMP LOW PRESSURE

WARNING SWITCH <TYPICAl)

AUXILIARY RESERVOIR-._ _~

{)

FIniNG

~
.u

_lImm/J

DRIVE
KcONTROL
--~VALVE

AUXILIARY HYDRAULIC POWER SYSTEM - - - - - - - - - - ' " " " ,

't---OVERBOARD

n
FLOW
REGULATOR

r'--------

Vol. 4, No.1

PUMP SUCTION SHUTOFF VALVE

PRESSURE TRANSMlmR

za

e
63

FILTER
BOOSTER MANUAL SHUTOFF VALVE
(SOLI D LI NE I S NORMAL FLOW)

NO. I SYSTEM PRESSURE

NO. I SYSTEM RETURN

NO.2 SYSTEM PRESSURE

-..

NO. 2 SYSTEM RETURN

AUXILIARY PRESSURE

IIIIIIIIIIII

_111-

......

AUXILIARY RETURN
EMERGENCY FLUID SUPPLY
ALTERNATING PRESSURE OR RETURN

--

PUMP SUCTION

--

AIR

AIR AND FLUID

--

DRAIN

I
12

REPRESENTS MECHANICAL LINKAGE

MAIN HYDRAULIC POWER SYSTEM

18

Typical 1649A Hydraulic Systems (Sheet 1)

..JJ

LOCKHEED FIELD SERVICE DIGEST

July-August 1957
Vol. 4, No.1

SURFACE CONTROL BOOSTER SYSTEM - - -

RUDDER SYSTEM
PRESSURE
SWITCH

CONTROL VALVE (TYPICAU

~

PRESSURE

;::~ER

SYSTEM NO.2

BRAKE RETURN

NO.

I
'--I

!F;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;iii=lTi l

IZII-~

NQ

r
+

SPRING-LOADED
ACCUMULATOR

I:,~ I'g:IlOT .,.~:~_.i_l'_: 1

ELEVATOR SYSTEM

I~M~~C

PILOT
CONN'ECTION

GiI~-~'"

;:;!

ir=1~rYI~

II

\.J

UW'I ,T~
I
I
I

NOSE
STEERING
SHUT-OFF
VALVE

I~

III
III

MAIN LANDING

~~~~N~~~UAT ING

~~~~:tC~OR

SHUTTLE 'l...f.r-:-:-:--:-"","-,...,,-~
VALVE
.....l NO. 1
I[
j [
NOSE LAND ING GEAR
III ACTUATING CYLINDER

]
1 ONE-WAY
, RESTRICTOR

"".

RETURN

UPLOCK

~'U-----ulJt==llf:

BUILT-IN TWO-WAY
RESTRICTOR

IN LINE TWO-WAY
RESTRICTOR (WITH FILTER)

q"l../----i...J1l=

DOWN

DOWN

CONTROL
VALVE

LOCK

BUILT-IN

dJ:(rl------R-~

NO.

UP

1 --

~~~~~

l2~mRlN~l
CONTROL
CYLINDERS

PRESSURE
REDUCER

1'lII-~

UNLOCK

I u
I

NO.2

r[

2ltlJ-1--U'CS

J[

NOSE LAND I NG GEAR

ACTUATI NG CYLI NDER

DOWN

UPLOCK

LOCK

UP

~NOSEWHEEL STEERING SYSTEM~ ~,~~~~~~~~~~~~~~~~~~~~~~~~---~-~

Typical 1649A Hydraulic Systems (Sheet 21

MAIN LANDING
~
GEAR ACTUATING
CYLINDER

c::::{~_-ull=
LOWER DRAG
SHOCK STRUT CYLINDER
(TYPICAL)

19

MAIN AND NOSE LANDING GEAR RETRACTION AND EXTENSION SYSTEM -~~~~

~_~~~

~~~..Ji

'y,~

NO.

=:~

L-

--~--~

LOCKHEED FIELD SERVICE DIGEST

July-August 1957
Vol. 4, No.1

THERMAL
RELIEF VAlVE
flOW METER

BOOST PUMP
PUMP SHUTOFF
VENT

DUMP VAlVE

MASTER CONTROL

CHECK VALVE

VALVE r r = = = = = ? l V E NA
T
SSEMBLY
VALVED============~

'""'~, ~ ,

II

~~ II

,~a

BOOST PUMP

1-----'--------11 S~~Z~:F II
VENT V A L V E D _

DUMP VALVE

fJL~~~~Q:l.
m
FUEL TANK NO.2

FlAME

ARRESTOR

CI;:::~[1

VENT

VAlVEDF=~===::::=:.11

~~~=~

CHECK

DUMP CHUTE AND

VENT VALVE

FUEL TANK NO.5

ENGINE
PUMP

VENT VALVE

FILTER

FLOWMETER

MASTER
CONTROL

FILTER

CABIN
HEATER
RESTRICTOR

VAPOR
RETURN
LINE

THERMAL RELIEF
VALVE 14 PLACES)
FLOWMETER

MASTER
CONTROL

VENT
VALVES

VENT
VALVE

VENT
VALVE

NO.7
TANK
FILLER

ENGINE
PUMP

FILTER

VAPOR
RETURN
1I NE

FLOWMETER

CABIN
HEATER
MASTER
RESTRICTOR CONTROL

ENGI NE
PUMP

VAPOR
RETURN
LINE

STANDPIPE FLOWMETER

SUBMERGED
BOOSTER
PUMP

FILTER

MASTER
CONTROL

VENT
VALVE

STANDPIPE

CODE

--

~--------

BOOST PUMP

ASSEM7

ARRESTOR

VAPOR
RETURN
LINE

ENGINE
PUMP

VAlVE

...,.,."

~IVEL

CAB IN HEATER
FUEL RESTRICTOR

F=i!525;;C;;;;~;e:;;;,~;;;;;z:;= 1I....,..==:;;;=s=;S;;;;
.......===;;z;;c===="""";s;;;;;;;;:;;;;~==s""""= ~ =g;;;;;;;;;=;;c;:;;;;;;;;;;s===s;======~
=
-

II
DUMP VALVE

VAlVE

CROSSOVER
SHUTOfF VAlVE

CHCK VALVE

L----.:.=..:.:..::.:.:.:...:::.:..:....:..-_ _

DUMP VAlVE

3 WAY SEl!CTOR

VENT VAlVEDF=========i11

ENGINE FEED LINES

CROSS FEED LINES
TANK VENT LINES

VAPOR RETURN LINES

FUEL DUMP 1I NES

RELIEF LINES

CROSSFEED
CHECK
VAlVE

FUEL TANK NO.6

/I
DUMP VALVE

II

VENT VALVED=====;/

PUMP

CABIN HEATER
FUEl RESTRICTOR

THERMAL RalEF VALVE

VENT
OUTLET
ASSEMBLY

ENGINE FIREWAlL
SHUTOFF VAlVE

CHECK

FUEl TANK NO. 3

FILTER

ENGINE PUMP

CROSSFEED
SHUTOFF
VALVE

PUMP ENGINE FIREWALL

SHUTOFF SHUTOFF VALVE
VALVE

MASTER CONTROL

SUBMERGED
BOOST
PUMP

DUMP
VALVE

PUMP
SHUTOFF
VALVE

FIREWALL
SHUTOFF
VALVE

FIREWALL CROSSOVER DUMP

CABIN HEATER
SHUTOFF
SHUTOFF CHUTE
PACKAGE
VALVE
VALVE ACTUATOR

SOLENOID
CYCLING
VALVE

FILTER

DUMP
CHUTE

CROSSFEED SHUTOFF
VALVE ASSEMBLY

DUMP VAlVE

BOOST PUMP
FUEL TANK NO. 4

PUMP SHUTOFF
VAlVE

CHECK VALVE
FILTER

1649A FUEL SYSTEM

1649A Fuel System Diagrams

20

CHECK
VALVE

FUNCTIONAL SCHEMATIC

MASTER CONTROL

I
LOCATION OF 1649A FUEL SYSTEM COMPONENTS

FI REWALl PUMP CROSSFEED

SHUTOFF SHUTOFF
S~~lW
VALVE
VALVE

CHECK
VALVE

PUMP
5HUTOFc
VALVE

VENT
OUTLET
ASSEMBLY

DUMP
VALVE

VENT VALVE

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 connectors. 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 conseClItive full 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 rotation is stopped. 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 pilots 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 landing 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 accumulator 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 LANDING GEAR 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.
Actuating Cylinders. The most notable change in the
nose landing gear installation is that two 3000 psi
hydraulic 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 crosshead. Either actuating cylinder is capable of extending the nose gear at airspeeds up to 145 knots. How-

Figure 8 1649A Nose Landing Gear. Note dual actuating cylinders.

21

ever, both cylinders are normally required to retract

the gear. The right hand actuating cylinder is also
connected to the electrically driven auxiliary pump
by means of a shuttle valve and an independent stainless steel plumbing system. This provides a third
means of extending the nose gear in the event both
main hydraulic systems have failed. It is possible to
extend the nose gear in 35 to 40 seconds when using
the auxiliary system.
Downlock Assembly. The downlock actuating cylinder has been redesigned to release and reposition
the downlock 'Yith 3000 psi pressure supplied from
the No.1 hydraulic system. A spring within the cylinder can reposition the downlock without hydraulic
pressure. The nose landing gear downlock safety pin
is identical to that used on the 1049G.
Uplock Assembly. The uplock assembly is normally
operated by a hydraulic cylinder with pressure supplied from the No. 1 hydqulic system. A manual
release cable is located at the F S 260 step. The
uplock and actuating cylinder design is identical to
that of the main landing gear uplock assembly except
for the manner in which manual release is accomplished.
NOSE WHEEL STEERING The steering system on the
1649A is the same as that used on the 1049G. In

order to use existing components a pressure reducer

is incorporated in the No. 1 hydraulic system to
reduce steering system pressure to 1700 psi. Pressure
can be applied to the nose steering system when the
gear selector is in the "DOWN" position only.

FLIGHT CONTROLS
The Starliner has an
entirely different control booster system than 1049
Series airplanes. The 1649A control booster system
is a refinement of the system previously developed
and proved for the C-130 military cargo airplane.
CONTROL BOOSTER SYSTEM

Control boosters are operated by dual actuating

cylinders mounted in tandem. Each cylinder is connected to one of the two main hydraulic systems.
Both hydraulic systems are in continuous operation,
and each produces an equal amount of the power for
the control boosters. Failure of one of the systems
will not affect the response of the controls. In case
of complete hydraulic failure it is possible for the
pilot to shift to an effective manual operation of the
control surfaces.
BOOSTER ASSEMBLIES Refer to Figure 9. The basic
booster package can be adapted for installation at
the aileron, elevator, or rudder positions. All hydrau-

Figure 9 1649A Basic Control Booster Package

22

Figure 10 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. Figure 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 aft service area.
It is connected to the ailerons by push-pull rods.
The elevator booster is mounted beneath the hOfiizontal stabilizer and is connected by a push-pull rod
to the elevator torque tube horn.
The rudder booster is mounted beneath the horizontal stabilizer and is connected to the tenter rudder
torque tube by a push-pull rod.
Autopilot Connection. In the new control booster
package, autopilot signals are fed into an electrohydraulic 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.

AILERONS 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 assembly. These tubes are routed along the wing rear beam
face and are supported in each wing by rollers
mounted in brackets. At the outboard end of the
push-pull rod system, a bell-crank linkage is used
to produce the required differential motion of the
ailerons.
ELEVATORS AND RUDDERS The elevator counterbalance has been redesigned to reduce weight and to
conform to the design of the new booster. The elevator 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

23

cent static balance is provided at approximately 10

degrees UP elevator position.
Fabric covered center and outboard rudder assemblies 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 outboard 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.
The Starliner uses the Lockheed-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 carriages and is actuated by two ball-bearing screw jacks
and intermediate gear box assemblies mounted in the
wing trailing edge. The intermediate gear box assemblies are connected to the flap motors and main gear
box by a torque hlbe system.
WING FLAP 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
aft service area.

Flap position is selected from the flight station

through a cable system which is connected to the follow-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 provided 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 carriages.

FUEL SYSTEM
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 left to right
(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 Digest. For the fuel
system schematic and the location of fuel system
components, refer to the fold-out pages in the centerspread.
BOOSTER 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 are the results of

accurate fuel tank filling checks made recently and may
differ slightly from earlier computed capacities listed in previous Issues.

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 sufficient level of fuel in the box to feed the inlet port
of the pump when the airplane is in an abnormal
flight attitude. 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.

cannot occur. The crossfeed system is comprised of a

left side and right side system. These are interconnected through a cable operated crossover shutoff
valve. Fuel from tanks No.1, 2, and 5 feeds the left
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.

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
CROSS FEED SYSTEM

(Continued on next page)

NOTE

FIL PUMPS ARE

REMOVED FROM UNDER~TH
SIDE OF WING

0
WARNING
DRAIN FUEL FROM TANK
BEFORE REMOVING PLATE

0
0

UNDERNEATH
SIDE WING SKIN

0
0

MOTOR VENT

SEAL DRAIN

VIEW OF INSTALLED PUMP

LOOKING UP UNDERNEATH WING

NOTE
SURGE BOXES ARE
INSTALLED IN FUEL
TANKS NO. I, 2, 3
AND4 ONLY.
BOOST PUMP AND WATER
DRAIN VALVE INSTALLATION
IS TYPICAL FOR ALL TANKS.

FLAPPER VALVE
SURGE BOX STRUCTURE

DUMP VALVE INSTALLATION

IS TYPICAL FOR ALL TANKS
EXCEPT NO.7 WHICH ~S
NOT HAVE FIL DUMPING
PROVISIONS.

Figure 11 1649A Fuel Booster Pump Installation. Surge box is typical for fuel tanks I, 2, 3, and 4.
25

FUEL DUMP CHUTES AND VALVES An electrically

actuated extendable dump chute is installed at the
trailing edge of each wing between wing stations 90
and 145 left and right (see Figure 12): Flame arrestors 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.
FUEL SYSTEM PLUMBING 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.

The 1649A uses

Minneapolis Honeywell capacitance type fuel quan~
tity gages. Tanks No.1 and 4 each have seven probes,
tanks No. 2 and 3 each have th~ee 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 opening the fuel tanks. Refer to Figure 13.
QUANTITY INDICATING SYSTEM

AIR CONDITIONING 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.
AIR DISTRIBUTION Cabin supercharger air is discharged 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

WATER DRAIN _ _..J

ws

ws

CJO

145

Figure 12 Fuel Dump Chute Installation

26

Figure 13 Fuel Quantity Probes location 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.
PRESSURIZATION AND COOLING SYSTEMS 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 brackets 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 of the front beam bulkhead. The following accessories are installed in this location: primary heat
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 separators of a different type than those used on the 1049
airplanes, are installed in the wing trailing edge
downstream of the four-way valve.
HEATING 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 as on the 1049 airplanes.

AUXILIARY VENTILATION SYSTEM A circular auxiliary 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 surface of the wing/fuselage fillet on each side of the
airplane. A duct connects this door with the recirculation fan plenum.
CONTROL SYSTEM The air conditioning control system functions the same as 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 indicate when each secondary inlet scoop is open. Separate 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 as 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 Digest will, of course, include articles
to assist you in the service and maintenance of Starliner aircraft.
.. ..
27

ELEYATOR PISTON ROD ASSEMBLY

IS 26.265 IN. LONG
BOOSTER CYLINDER

~
RUDDER PISTON ROD ASSEMBLY
IS 29.25 IN. LONG

Do not include the piston rod end fitting (eye)

in measurement.

Measuring fiston Rods in Booster Cylinders to Prevent Installation of Wrong Parts in Aircraft.
ALL CONSTELLATIONS Replacing faulty components
with units which have been overhauled and functionally tested by an authorized shop has much to recommend it as a good way to save time and keep the airplane out of trouble.
Don't try to overhaul or repair a functional unit on
the 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 requirements 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 system after the unit has been installed.
Third, the installation, anJ then the unit and system 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 Case of the
Two Wrong Too Long Pistons.

28

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 assembly 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 containing 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 thing 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 position the elevator power lever was hitting
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

the difficulty. It is possible to install the wrong piston

rod assembly in either rudder or elevator cylinders
on Constellations and Super Constellations. But the
two piston rods should never be used interchangeably, because the rudder piston rod is approximately
3 inches longer than the elevator piston rod.
Before installing a booster assembly, it can be
quickly determined whether it has the correct piston
installed by measuring the length of the piston rod
(see illustration). The rudder booster piston rod is
29.25 in. long. The elevator booster piston rod is
26.265 in. long. The measurement includes only the
length of the polished piston rod, (excluding the eye
fitting) as illustrated.
Overhauling any functional unit while
it is installed will usually cause difficulties in the
aircraft's functional systems. In the cases we have
described it wasted time instead of saving it. And
serious consequences could easily have been the result.

DO IT RIGHT!

Shortcuts may have an occasional emergency use in

maintenance work 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-

ally save maintenance time and provide increased

airplane utilization with safety. A common-sense
approach to aircraft maintenance means that we
should follow these basic rules in maintaining functional parts:
DO remove the functional unit from the airplane
and send it to a properly equipped shop for overhaul and functional test.
DO make a quick but thorough visual comparison of the new unit and the old unit, to check
for obvious differences in part number, size, position of mounting holes, and any particular
attachments or accessories. A few minutes spent
making this check at the stockroom window may
save you hours of needless work and worry later
on.
DO verify that any unit to be installed in an airplane functional system has passed its functional
test and has not been tampered with.
DO always visually inspect the completed installation, then operationally check the unit and the
system in which it was installed.
DON'T disassemble or readjust a new or overhauled part and then return it to the stockroom
until it has again been through the overhaul
shop and passed its functional test.
... ...

TIPS

Occasionally the Wemac passenger reading 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 reading light. As shown in Figure 1, the kit includes a
length of tubing, an adapter, a rubber-faced wooden
disk, and a wooden panel. The tubing and the disk
are stored in the panel when not in use.

649, 749, 749A, 1049BASIC, C, E, G, and H

(Continued on next page)

figure 1 Reading Light Alignment Kit Developed by

TransCanada Air Lines
29

Figure 2 Alignment Kit in Use Showing How Light Is

Aimed Through Tube at Target

Full instructions for use are cemented to the back

of the panel, as illustrated. Briefly, however, the kit
is used as follows:
With the back of the seat in the full upright position, the alignment panel is placed on the seat as
shown in Figure 2. Next the Phillips head screws
on the front face of the reading light are loosened.
The adapter end of the tube is slipped into the reading light ball socket and the light is then switched
on. The tube is swung until the light projected
through the tube is aimed at the target on the wooden
panel. The Phillips head screws in the light are
tightened and the tube removed.
If the reading light cannot be positioned properly
by the above method, the rubber face of the wooden
disk (from the kit) is pressed firmly against the front
face of the reading light and the front face ring is
rotated until the "eyelid" of the ball socket is correctly positioned. The light must not be rotated too
far, because the wires attached to the back might be
stretched or broken. The tube-and-target adjustment
must then be repeated.

TCA has kindly agreed to provide interested Constellation operators with drawings of this kit TCA
PIN 333-6065 and complete instructions for its use.
Address inquiries to Mr. J. T. Dyment, Chief Engineer; Trans-Canada Air Lines; Montreal Airport;
Quebec, Canada.
A A

'te~ S~ ~eUellIatete4

ad S~
There are two suction relief valves for the airplane vacuum system, located one each on the left
side of the inboard nacelles in Zone 3. Two di.fferent
cleaning operations must be performed on these
valves during routine line maintenance of the vacuum
system. Some periodic maintenance checks call for
cleaning only the relief valve screen. At other times,
cleaning the entire valve-including the screen and
all internal parts-may be required.
Many Super Constellations and the new Starliners
are equipped with suction relief valves LAC PIN
652285 or 652285-3 manufactured by the Karl
Douglas Division of Thompson Products, Inc. These
two valves are externally similar but have different
internal parts, as illustrated by Figures 1 and 2.
30

CLEANING ENTIRE VALVE ASSEMBLY Access to the

internal parts of either model valve is gained by
removing the knurled retainer ring containing the
screen. This retainer ring must be unscrewed with
care because it serves to retain the valve poppet and
seat in the valve body.

When the ring is removed, an extension spring will

force the poppet from the stem and about half a dozen
internal parts (shown in Figures 1 and 2) will spring out.

If the knurled ring is removed from a PIN 652285

valve, it is necessary to disconnect a plumbing line
from the valve in order to reassemble the internal
parts properly. The newer PIN 652285-3 valve may
be opened for cleaning as described and then reassembled without disturbing the vacuum setting or the
connecting plumbing.

Figure 1 Suction Relief Valve PIN 652285.

Removal of knurled retainer ring
releases internal parts for cleaning.

Figure 2 Suction Relief Valve PIN 6522853.

Modified internal parts allow
easy reassembly after
removal of knurled ring.

Figure 3 Removing Spiral'Snap Ring When Only Screen Is

To Be Cleaned.

Figure 4 Screen Removed Showing Knurled Ring and Internal Parts

in Position.

The proper way to

remove only the screen for routine cleaning of either
the PIN 652285 valve or the PIN 652285-3 valve is
illustrated in Figures 3 and 4. Remove the spiral snap
ring from its groove outside the screen and then carefully lift out the screen for cleaning. This method
does not disturb the internal parts of the valve; it
precludes the possibility of lost parts; and it saves a
great deal of maintenance time.

and Serials: 1049A LAC Serial 4321 and up; 1049B

LAC Serial 4167 and up; 1049D LAC Serial 4163
through 4166; 1049C, E, and G LAC Serial 4557 and
up; 1049H LAC Serial 4801 and up; 1649A LAC
Serial 1001 and up.

CLEANING SCREEN ONLY

PIN 652285 or PIN 652285-3 valves were

installed at the factory on the following LAC Models

The next revision to the maintenance and inspection handbooks for the affected aircraft will incorporate a note containing the intent of the information
in this Trade Tip.
~
~
31

1049A THROUGH H, 1649A Because of the limited

access space available, safety-wiring the nuts LAC
PIN 725648 which attach the supercharger disconnect to the engine is a time-consuming maintenance
operation. However, since their loss could affect the
safety of the aircraft, some positive locking method
is required.

As the result of laboratory tests conducted on several locking methods, we have eliminated the need
for safety-wiring the disconnect nuts. This has been
accomplished with no decrease in nut strength or
safety by incorporating the Shur-Lok self-locking
principle.
The Shur-Lok feature is incorporated during manufacture of the nut by cutting a groove around the
circumference and then compressing the groove to a
predetermined diameter. This action compresses the
threads located under the groove, binding and locking the nut securely to the stud or bolt.
The new disconnect nuts incorporating the ShurLok feature have been identified as LAC PIN
726488-1.
32

Disconnect nuts now being service tested have been

removed and reinstalled a minimum of two times
exclusive of engine changes and torque checks. In
each instance, torque checks have revealed values in
accord with the recommended installation torque of
190 to 390 inch-pounds. However, we do not recommend that Shur-Lok disconnect nuts be re-used
more than three times until additional service experience indicates that a greater number of removals and
installations are possible without adversely affecting
the ability of the nut to maintain the recommended
torque values.
Production installation of the new disconnect nuts
will be accomplished on the following LAC Models
and Serials: 1049A 4469 and up; 1049G 4672 and
up; 1049H 4807 and up; 1649A 1008 and up.
The Shur-Lok disconnect nut LAC PIN 726488-1
may be procured through our Spare Parts Division
for installation on delivered Super Constellation airplanes currently using the LAC PIN 725648 disconnect nut.
. .

Aircraft Emergency Escape Ladder

~-NEW

SAW-TOOTHED
BRACKETS

Figure 1 New Brackets Installed Inside Ladder Risers

During a routine training

session, members of an airfield crash crew discovered
that the emergency escape ladder (sometimes called
"stairs") carried on their fire truck would not fit
in the flight crew's exit door. The saw-toothed
brackets on the upper end of the ladder were spaced
too far apart to fit within the width of the door.

ALL CONSTELLATIONS

To remedy this situation, the brackets on the ladder were sawed off the ends of the risers and new
brackets were made and installed inside the risers
as shown in Figure 1. Bringing the brackets closer
together allowed them to slide easily through the
crew exit doorway, hook securely over the doorsill,
and anchor the ladder firmly to the aircraft as shown
in Figure 2.
In view of the incident mentioned above, it is
recommended that emergency escape ladders be
examined to ascertain that they will fit and are in
all ways suitable for use in all the doorways of Constellation and Super Constellation aircraft.
A A

Figure 2 Modified Escape Ladder Installed at Crew Exit Doorway

33

Co)

ollo

MODEL

LAC REPORT
NUMBER AND
REYISION DATE

APPENDIX
I

APPENDIX
II

APPENDIX
III

APPENDIX
IY

APPENDIX
Y

APPENDIX
YI

lR 5817
15 Dec 1955
lR 6028
7 Dec 1956

23 Mar 1951
7 Dec 1956

(Deleted)
18 Apr 1955

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

22 Dec 1947
(Deleted)

10 Mar 1953
7 Dec 1956

14 Sept 1955

049 and 149

649 and 749
1049

lR 7787
8 Feb 1957
LR 9153
10 May 1956

1049C and E with Curliss Elec

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

lR 9154
30 Mar 1956
LR 10051
7 Dec 1956
lR 10052
18 Jan 1957
LR 11020
21 Jan 1957
lR 11560
15 May 1957

Standard Props (Reissued

15 Oct 1953)
1049G wilh Curliss Elec Props
(Issued 20 June 1955)
1049G with Hamilton Standard
Props (Issued 5 July 1955)
10490/01 and 1049H
1649A with Hamillan Standard
Prop, (TWA ONLY)

TITLE

049

149

Instructions
Structural
Repair

15 Dec 1955

25 May 1955

30 Mar 1956

30 Apr 1956

SUPPL~MENT

SUPPLEMENT
D

I
31 Mar 1955

I
I

8 Feb 1957

(10490 only)
31 Jan 1956

10 May 1956

Revision date applies to all sections of this manual

Revision date applies to all sections of this manual

7 May, 1957 for airplane, equipped with Hamilton Standard Propellers.

Revision date applies to all sections of this manual.

Revision date applies to all sections of this manual

649

749

1049

LR 5795
15 June 1953

Feb 1952

31 Mar 1955

Catalog

Integral Fuel and

Oil Tank Sealing

SUPPL~ENT

25 Mar 1955

Mointenance Ports
Crew Operating
Manual

10 May 1956

SD/2680
IS Sept 1948
lR 5886
15 Dec 1954

Maintenonce

SUPPL~MENT

lR 6027
1 Jan 1957

1049C

lR 7788 and
lR 7963
1 Feb 1953
lR 7789
15 Sept 1956

LR 8681
1 Oct 1956
lR 8882
15 July 1956

Dec 1952

July 1957

lR 7786
15 Apr 1957

1049D

1049E

1049G

1049H

1649A

I Mar 1957
LR 11885
1 Mar 1957

June 1957

LR 8758
1 June 1956

lR 9814
1 Apr 1956

June 1957

lR 11360
1 June 1957

LR 10050
I Jan 1957

II

lR 11561
1 May 1957

lR 5909
1 June 1955

Powerp'ant

Buiidup
Instructions
Cargo loading
Instructions

TITLE

R7V1
I AN 01-75CMA-

Flight Handbook (.1)

1 Sept 1956
15 Feb 1956

Maintenance Instructions (2)

Struclural Repair (3)

Illustrated Parts Breakdown (.4)

AN 0175CM3
I Aug 1956
1 Feb 1956

Inspection Requirements (6)

Cargo loading Instructions (9)

AN 01 75CM6
Reissued
1 Jan 1953
15 Apr 1955

Powe, Package Buildup

Instrudians (.111

,C12IA
T.0.1C-121A

lR 10038
15 Od 1954

YC-121E
AN 01.75CMA.
(SUPPLEMENTS)

C121C
T.0.IC12IC

RC12IC
T.O.IC-12IIRIC

RC12ID
T.0.IC121IRID

WY2
AN 01-75CKC

1 Jan 1956

I Aug 1956

15 Apr 1956

1 Jan 1957

IS Dec 1956

1 June 1957

20 May 1957

15 Jan 1957

I Apr 1957

15 Feb 1957

15 June 1957

15 Apr 1957
1 June 1957

AN 0175CM3
I July 1954
I Aug 1957

I June 1956
1 Mar 1956

14 Jan 1957
1 Nov 1956

15 Aug 1956

15 Mar 1957
15 May 1957

1 July 1957
I

10 Jan 1957

20 May 1957
1 Aug 1955

I Dec 1956

Reissued
1 Jan 1957 .

WY3
AN 01 -75CKC

lR 12107
1 Apr 1957

YC12IB
INCLUDED WITH
1C12IA

YC12IF
T.O. I C121 IRI C
ISUPPLEMENTS)
T.O. 1C121 (Y)F.r
1 Oct 1956
1 Dec 1956

15 Mar 1956

1 Aug 1955

AN 01 75CM6
1 July 1954

Itl

1 Mar 1956

15 Sept 1955
I Sept 1957

15 Sept 1955

NAME

MAILING ADDRESS

L. E. ColHns
Resident Service Representative

clo Flying Tiger Lines

Lockheed Air Terminal

Miami, Florida

V. H. Freitag
Regional Service Representative

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

Int'l Airport Branch, Miami 48, Fla.

NEwton 4-3571
Ext. 560

New York City, New York

F. W. Gates, Jr.
Regional Service Representative

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

OLympia 6-5314
or 6-5315

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

OLympia 6-5314
or 6-5315

LOCATION
COMMERCIAL
Burbank, California

New York City, New York

C. W. Price
Resident Service Representative

TELEPKONE
PO 1-5157
. Ext. 302 or 303

Oakland, California

M. E. Rush
Resident Service Representative

Airport Post Office

Oakland 14, Cal:fornia

Lock"aven 2-3200
Ext. 61

Kansas City, Kansas

R. T. Slusser
Regional Service Representative

TWA Overhaul Base, Room 102

Fairfax Airport, Kansas City, Kansas

DRexel 1-5680
Ext. 50

Sydney, Australia

E. l. Duelos
Regional Service Representative

c/o QANTAS Empire Airways

Hangar 58, Kingsford-Smith Airport
Mascot, N.S.W., Australia

MU 042, Ext. 211

Mascot N.S.W.

Bombay, India
Karachi, Pakistan

J. R. Gipson
Resident Service R.p

Rio de Janeiro, Brazil

S. E. Lucas
Regional Service Representative

Amsterdam, Holland

G. H. Smrth
Regional Service Representative

Paris, France

clo Air India International

Santa Cruz Airport, Bombay 29, India
clo Pakistan International Airlines
{
T-Shape Bldg.; Civll Airport
Karachi Airport, Karachi, Pakistan
clo John I. Wagner, Av. Franklin Roosevelt 39
14 Andar, Sala 1411, Rio de Janeiro, Brazil

60076, Ext. 226

Bombay
ISanta Cruz)
25-2165
Rio de Janeiro

Lockheed Aircraft Hangar No.9

PTT Schiphol Airport
Amsterdam, Netherlands

62411, Ext. 556

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

GoBelins 45-85
Ext. 51-64 Paris

D. H. Horadam
Regional Service Representative

P.O. Box 218, Naval Air Test Center

Patuxent River, Maryland

Volunteer 3-3111
Ext. 645 or 251

C. F. Wernle
Resident Service Representative

AIRTRANSRON 8 IVR-8I, Navy #128 FPO

c/o Postmaster, San Francisco, California

4-0511, Ext. 42296

Hickam AFB

E. C. Joslen
Regional Service Representative

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

Newburgh 4900
Ext. 746 or 8128

C. R. Kelley
Resident Service Representative

P.O. Box 336

Pocasset, Massachuse"s

Cataumet 700
Ext. 2536

Lockheed Box
Charleston Air Force Base
Charleston, South Carolina

Charleston 4-4211
Ext. 3469

B. J. Bruno
Resident Service Representative

NAVY
Patuxent River NAS, Maryland

AIR fORCE
Stewart AFB, California

Otis AFB, Massachuse"s

Charleston AFB, South Carolina

D. E. Markley
Resident Service Representative

Washington, D.C.

T. J. Smith
Resident Service Representative

5518 H1nton
Springf:eld, Virginia

Liberty 5-6700
Ext. 54010

Norton AFB, California

D. C. Swalla
Resident Service Representative

clo Directorate of Flight Safety Research, Ftr. Br.

Norton AFB, San Bernardino, California
A": Lockheed Service Representative

San Bernardino
9-4411, Ext. 5131
or 6216

McClellan AFB,California

F. R. Swanson
Regional Service Representative

P.O. Box 1010, McClellan AFB

McClellan, California

Wabash 2-1511
Ext. 3123

P.O. Box 1010, McClellan AFB

McClellan, California

Wabash 2-1 511

Ext. 3123

McClellan AFB,Callfornia

Vol. 4, No.1

R. E. Ripley
Resident Service Representative

35