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

pjvr99

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Everything posted by pjvr99

  1. C2 inspection would be my best guess. Its all in card C37
  2. 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?
  3. 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.
  4. 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/
  5. 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?
  6. 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.
  7. 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
  8. "not supply air" - do you mean load control valve is not opening, or load control valve is not holding load?
  9. Any luck with your beast WINDTUNNELMEC?
  10. 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
  11. what is max power fuel flow and TIT? For that matter what is start TIT, TIT & ff at LSGI and normal ground idle?
  12. 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.
  13. OK brand spanking new FCU and GI rpm is 96.2%. Still lower than what I'm used to seeing, but at least the FSR will engage the generator.
  14. I will certainly share if we can find a solution
  15. ahmer, this is the problem. we have 380hz/95%, but fsr needs 385hz to engage. fsr is working correctly. engine is also working correctly but too slow for fsr.
  16. no pics, sorry. swapped out fsr, regulator and control panel - no change. silly question, i know, but ...... how do you adjust gi/fi rpm? yes it resets immediately, and will happily stay on line after that, even at low pitch stop of 93.some %. yes, fsr will drop it out below 365hz. fsr comes on line at 95.2/95.3% which is the advertized 385hz needed. propeller control is EPCS, so no messing with blade angles
  17. Moeed, it is a zero time engine. NATOPS1, aircraft is glass cockpit, so I believe indicated rpm to be same as AUTOTACH. It does match generator frequency. Problem is what to do to get off that 95% GI rpm. Changing the engine only puts the problem on the ready line for the next time
  18. Hey guys Here's a problem that has me stumped. Engine starts up to LSGI (auto & null TIT peaks about 810°C). When upshift to NGI engine rpm is 95% and generator will not come on line. You need to manually reset ON or move throttle to speed up the engine. All engine parameters are good at all throttle settings, IBIT check good. Only GI/FL rpm is lower than usual, but not out of limit. Generator circuits check good, with all relays, control panel etc having been replaced, and even generator replaced. Any thoughts on this issue would be appreciated PJ
  19. remember modifying the vehicle ramps with rollers on top, skids on the bottom. open the ramp till just above ground, flip out the vehicle ramps, and start taxiing slowly while the loadies push pallets out - fastest unload other than LAPES.
  20. TCTO refers to immediate removal from service of all 54H60 propellers having blade serial number less than 813320. These propellers are to be sent for overhaul and blade replacement.
  21. thank you Paolo, have you checked the oil tank for contamination or blockage? also check the oil supply hose (flexible) from tank for collapsing. If it only cuts out under load, you may have a fuel starvation problem - take a look at the fuel filter on the fuel cluster and also the filter up in the wheel well just out of curiousity, is the APU part no 381116-1-() or 381116-3?
  22. 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.
  23. TD valve brake binding by the sound of it
  24. 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.
  25. 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
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