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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. Dont forget about the 6 L100-30s and the 4 L382C/C130 of the Saudi Airforce.
  2. C130, tail number 403, has crashed at Goma, DRC. All on board ok. Still waiting for more info
  3. Engine will be cold at 1st start making harder for starter to turn engine. Also FCU will be cold making CIT and CIP bellows respond differently. 2nd and 3rd start components, gearbox etc. will still be warm and make spin-up easier. Adjusting TD amp will make little difference as it is only limiting the maximum fuel flow during startup. I see this regularly on both A15 and D22A engines. As long as start TIT is between 750 and 830 (780 to 810 desired) and start time is between 39 and 61 seconds (GTC/APU start), there is nothing to be concerned about.
  4. Merry Christmas, may it be safe and blessed
  5. 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.
  6. C2 inspection would be my best guess. Its all in card C37
  7. 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?
  8. 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.
  9. 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/
  10. 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?
  11. 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.
  12. 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
  13. "not supply air" - do you mean load control valve is not opening, or load control valve is not holding load?
  14. Any luck with your beast WINDTUNNELMEC?
  15. 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
  16. what is max power fuel flow and TIT? For that matter what is start TIT, TIT & ff at LSGI and normal ground idle?
  17. 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.
  18. 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.
  19. I will certainly share if we can find a solution
  20. 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.
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