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Aero Precision provides military aviation aftermarket solutions for c-130

pjvr99

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Everything posted by pjvr99

  1. pjvr99

    Throttle Quadrant

    1C-130H-2-76JG-00-1
  2. https://www.ilsmart.com/Aviation/part/6798233.htm Part number 6798233
  3. 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
  4. pjvr99

    Allison 501-D22A Engine

    engine core or complete QEC?
  5. pjvr99

    GTCLE49710

    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 ....
  6. Hey guys My topic is a follow on of this discussion. Over the last several months we have had a large number of TD related problems. Some have been fixed by the usual TD am or valve change, or just a careful yellow box. Many have either been sent to me in the test cell, or I have spotted enough of a disparity to warrent further investigation. The most common failing is a high take off TIT in AUTO, with a lean fuel control. I like to set SLOPE and NORMAL at 1075°C and take things from there. As long as TIT doesnt exceed 1083°C we're good to go. Normally a new amp or a bit of careful tweeking of the NULL orifice and the CIT can bring everything in line. Recently these things just had no effect. Chatting to a test cell operator in the US, he told me that he had installed another TIT guage in his cab connected to the AMP terminals on the T-block. I did the same and damn near had heart failure - with 1080°C showing on the IND side, I was only getting 1060 or so on the AMP side. Changed thermocouples and harnesses - voila! problem solved. I have now made this a fixed check on all engine runs when we do the TD system checks. Referance for this check can be found in 2J-T56-56 SWP 058 03 Sect 15
  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.
  16. pjvr99

    Bird FOD

    Not much to be done there. Airfield safety should be taking care of birds thru keeping grass verges short, falcons, etc. Nothing a crew can do once they're committed to land or take off
  17. pjvr99

    ENGINE FLAME OUT

    Ok cool
  18. pjvr99

    ENGINE FLAME OUT

    So did you get it fixed?
  19. pjvr99

    ENGINE FLAME OUT

    Thank you. based on this and your previous mentioning the shift to another engine, it sounds like you have a rollback, a problem with the synchrophaser. Check out synchrophaser, sych rack, and also run synch box tester. sometimes the problem can be a false signal generated by a seemingly good valve housing. also check all 4 prop pulse generators.
  20. pjvr99

    ENGINE FLAME OUT

    is this in level flight, during a ground run, taxi, descent, take off? what are throttle sttings?
  21. pjvr99

    ENGINE FLAME OUT

    Can you give us some more information ...??
  22. pjvr99

    C130J versus An-178 engine performance

    better to compare fuel burns, range, payload, multi-role features, and ,aintamamce costs per flight hour ..... stuff like that
  23. pjvr99

    C130J versus An-178 engine performance

    problem is turbo props dont work in thrust, and turbo fans dont work in torque or horsepower.
  24. pjvr99

    Tyre of c130b ac

    You missed 1 item hehe: one of the drivers riding the brake pedals during landing
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