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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

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About pjvr99

  • Birthday January 12


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  • Last Name
    van Rensburg
  • 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. As NATOPS1 asks, can the APU be restarted immediately or do you need to wait for a time? Likely causes can be oil pressure, load control/acceleration thermostat, faulty overspeed solenoid, or some electrical interruption. If you have an APU test stand available, I would recommend running the APU there and try to duplicate the problem.
  2. TD valve brake binding by the sound of it
  3. pjvr99

    TIT Flux

    assuming you have already swapped guages, so i would then shoot TIT from the firewall using TD tester, and bumping the TIT wires all the way to the cockpit. Next step would be to check power wires to the guage, and also whether it is grounded properly.
  4. Ok was just curious. Gonna go out on a limb here because we had something similar last year. Try replacing flexible oil hoses to and from the oil tank, and make sure the rigid lines and the tank are clean and free of contaminants
  5. ok. sounds like you got the important bits. when you started troubleshooting, did you set cracking 57 - 63psi? did you remove the control air line from fuel cluster while setting cracking pressure? Have you changed the acceleration/load control thermostat?
  6. you didnt mention replacing aux start relay and fuel holding relay. try that. also try replacing 110% overspeed solenoid on back of apu. back to ignitor: can you hear it firing?
  7. Is the ignitor firing? are you getting fuel from exhaust?
  8. Hey guys Wondering if anyone can help me with info on the N prefix on the blade serial numbers. We have just gotten a TCTO covering a number of blades. Some of the serials are N8xxxxx others are just 8xxxxx. What does the N refer to ..... Tnx in advance PJ
  9. speed valve stuck closed, bleed valves not opening
  10. Cutback is a misleading term, as the TIT before correction may be lower than corrected TIT. For example, TIT before light out may be 790°C and 835°C after light out. There was an increase rather than a cutback. AGAIN, there is NO limit for TIT before light out, only 800 to 840 after light out.
  11. As a follow-up to this, we had one a few weeks back that actually went over a 1000°C before cutting back to 830 or so. Found the fcu schedule had shifted rich, adjusted CIT, and everything went back to where we expected it .....
  12. For several weeks flight and ground crews have been pecking away at a problem where engine torque, fuel flow and TIT increase when engine anti-icing is turned on. We're not talking 100"lbs of torque here, its over 4000"lb and/or 300 to 500 pph of fuel. Every conceivable component from FCU, speed valve, anti-icing side valves, and the whole TD system has been replaced at least once with no change. Last week the engine was finally removed and sent to test cell. Engine was started, runs great, makes good power, but when anti-icing is turned on there is a massive surge of torq and fuel which the TD barely contains. I had the to see what happens in NULL - instant soil-the-underwear moment as torq jumps from 12500"lb to almost 18000"lb, fuel goes 1600pph to 2000pph, and TIT from 900°C to 1040° ...... I have a small flapper installed over the inlet duct anti-icing vent so we can see when the anti-icing valve opens. This device was working as intended, meaning a/icing on flapper flaps, but ...... massive torq, TIT and FF increases. We eventually shut down the engine without any real idea of how to proceed with troubleshooting. Then I started thinking: what if, somehow, a/icing air is getting into the FCU CIT or CIP lines .... Some examination of diagrams led me to the CIP inlet in the compressor inlet housing. A/icing air is pumped into the same strut as the CIP fitting. If the fitting is corrode, cracked or loose, you'd be dumping 100psi air onto the CIP bellows. Long story short, a really skinny guy was sent up the 'S'-duct and CIP fitting was replaced. VOILA! A/icing no longer causes massive increases in torq, ff, and TIT
  13. 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
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