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Aero Precision provides military aviation aftermarket solutions for c-130


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pjvr99 last won the day on November 9 2018

pjvr99 had the most liked content!

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About pjvr99

  • Birthday January 12


  • First Name
  • Last Name
    van Rensburg
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  • core_pfield_13
    Reading, Computers


  • core_pfield_11
    Did national service in SWATF, joined SA Air Force, Worked at SASOL II in Secunda, managed hardware store, managed a farm, went back to Airforce, was aviation contractor, worked at electronics firm, had own business for a while, and am now contracting for a company for the Saudi Air Force
  • core_pfield_12
    Jeddah, KSA
  • Occupation
    Currently shop chief T56 engine test cell for Saudi Air Force, Jeddah

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  1. pjvr99

    Bleed effect on max power

    Looks like the old 1C-130H-2-4 manual. It has some really interresting graphs, although i dont remember anything to do with bleed air in it
  2. pjvr99

    Throttle Quadrant

  3. https://www.ilsmart.com/Aviation/part/6798233.htm Part number 6798233
  4. pjvr99

    Allison 501-D22A Engine

    2 things will happen here: 1- you will lose the commercial (civilian) certification for the D22 2- you will have no fuel flow indication. The T56 engine uses a 28v DC power supply for the ff transmitter and indicators, while the D22 uses a 115v 400hz power supply. The wiring and connectors are completely different. In my opinion this would be a completely wasted excercise, not to mention the expense of recertifying the D22 again
  5. pjvr99

    Allison 501-D22A Engine

    engine core or complete QEC?
  6. pjvr99


    Probably want to keep APU shut down when taxing on dirt or unprepared strips. Having said that, the intake screen holes are big enough to let in small gravel and stones which can and will damage the compressor when it is started again ....
  7. pjvr99

    Oil lose inflight

    no problem, this is how we all learn
  8. pjvr99

    Oil lose inflight

    Another thought, pull off the compressor rear bearing vent lines and check for oil - the lines are normally dry
  9. pjvr99

    Oil lose inflight

    OK. big scavenge problem. How is oil temperature? Pull off lower E-duct from 14th stage. check the #2 & #3 bearing lines visible for oil staining. After that check #2 & #3 bearing lines to the external scavenge pump that they are not blocked. Heve you changed main oil pump yet?
  10. pjvr99

    Oil lose inflight

    What is the difference in indicated oil quantity with engine running at 100% rpm and indicated oil qty immediately when engine is shut down (no rotation)? During ascent/descent are the oil pressures steady, or is there a fluctuation? Is there any fluctuation on the ground? Did the engine go across test cell before going back to aircraft?
  11. pjvr99

    Oil lose inflight

    Lockheed Service News V18 #3 contains a brilliant explanation of causes and troubleshooting of oil dumping. It was later made into a service bulletin. I suspect you may be looking at RGB scavenge failure
  12. check gimbal assembly - something is worn out
  13. pjvr99

    Xover cut tit

    I will say there is nothing wrong, nothing to do, nothing to fix - system is operating within specification. mechanical fuel schedule and electronic fuel schedule are perfectly matched
  14. pjvr99

    Xover cut tit

    There is no wrong TIT before correction
  15. pjvr99

    Xover cut tit

    Do you mean a rise from 'before light out', meaning less than 800 and correcting to 800 to 840 after light out: yes, it is good. The ONLY, let me repeat that, ONLY requirement is a correction of 800 to 840. There is the rare occasion when the mechanical and electronic schedules are the same and no correction occurs. If this happens you need to do a proper TD system check.