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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

pjvr99

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pjvr99 last won the day on October 18

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About pjvr99

  • Birthday January 12

core_pfieldgroups_2

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

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  • 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

    C130H TILT

    Had it translated, Peter, I think he mixed up with different things: translation: the plane leand left, engines are at 19600lbs, brake applied... 3 services shock absorbers serviced, brake lock pressure ok... Dissymetrie fuel checked with manual and ok.. Do you have a solution or experience? As I understand it: during runup with engines at 19600"lb, aircraft was left wing low. Fuel quantity balance was manually/dipstick checked ok. struts were serviced/checked 3 times. brake pressures ok.
  2. C2 inspection would be my best guess. Its all in card C37
  3. yes, thats it. if your rpm flux is only +-0.5 you appear to be within limits. however, if the crew is uncomfortable you will have to do something. out of curiousity, did you do a fuel governing and pitchlock check?
  4. if by weather you mean cloud or rain, changes in air density going into compressor will be detected by fcu cip & cit probes. as the throttle is already pulled back, a weak valve housing may not be able to hold the rpm steady. 1c-130h-2-71jg-00-1 gives rpm 1.5% total travel with throttle below flight idle, and 1.0% with throttle above x-over and more than 8000"lb torque. valve housing change is the quicker fix, but you may end up changing fcu. as an after-thought, check the time on dome quad-seals.
  5. Saw this article yesterday ..... https://www.defensenews.com/air/2019/08/08/air-force-pauses-flight-ops-for-more-than-a-hundred-c-130s-after-atypical-cracking-found/
  6. ah i missed the empenage bit. there should be no way for that to happen, unless you have a problem with bleed air regulators. What happens when you turn on a/i with only the affected engine bleed air open?
  7. This can be easily verified by disconnecting the CIP line to the FCU. Do engine run. If power still increases with a/i on. Remove and inspect/replace the cone shaped air inlet fitting in the strut at 3oclock position (looking into engine intake). You're getting anti-icing air into your CIP line making FCU add fuel.
  8. OK, so disconnect the LCV cannon plug and start APU. Once APU is on-speed (Load light on), open the bleed air and check for 24 to 28 VDC. Chase the problem back from there
  9. "not supply air" - do you mean load control valve is not opening, or load control valve is not holding load?
  10. Any luck with your beast WINDTUNNELMEC?
  11. wow, that is a little warm ..... try decreasing the CIT setting (1 flat is +-25°C/45°F), then trim it using TD valve NULL orifice adjust
  12. what is max power fuel flow and TIT? For that matter what is start TIT, TIT & ff at LSGI and normal ground idle?
  13. Not for this problem Paulo. I have previously had LOW SPEED GROUND IDLE rpm that was either to low or high. Low GROUND IDLE/FLIGHT IDLE rpm can not be adjusted on fcu.
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