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pjvr99

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Everything posted by pjvr99

  1. NATOPS, as I understand it eventually becomes a roll.
  2. Hey guys, need some thoughts here. One of our birds is throwing a sh!t-fit, yawing to the left. Initially, props \'n engines were blamed, but after we changed the \'offending\' engine/prop combo and no result, the drawing board was called on. Since then, we have had all the control surfaces off, replaced the rudder, r/h aileron tab and l/h elevator tab. Also the aircraft was put through a full symmetry check. After todays FCF, the pilot told us he had to put in 7° rudder trim to stay straight after T/O, reducing to 4° for level flight, or do some serious pedal work. Also lined up torques at 14k and reduced #3 and #4 to 9400 before yawing stopped. Aircraft is a standard C130H. Any ideas will be greatly appreciated .....
  3. Seems to be a common problem - people ask for advice, and then don\'t bother to debrief ..... :ohmy: :huh:
  4. donwon wrote: They still are - their day still has several hours to go! :) :)
  5. ..... bet that messed up the radar picture ..... :ohmy: :ohmy: :ohmy:
  6. Ok, that\'s good info. Seems we have 2 possible areas where we can look..... 1. Check bleed sensing lines from starter motor to starter valve for damage/ leaks 2. Check the 1-way bleed-air check valve. The flapper seats and hinges become worn and do not seat properly, or stick in part open positions reducing the amount of air available during starting. I have had 4 or 5 of these in the last 12 months ..... This may be a silly question, but have you checked magnetic plugs? It may be an idea to pull the lower plugs on both the ADH and RGB to heck for debris .....
  7. As the stagnation seems intermittent, there may be several different issues involved. Stagnation at 10% may be a failing/failed starter; while at 40%/50% sounds like bleed vlaves closed, although this would need to be confirmed by null/auto start TIT\'s. Also What is the bleed manifold pressure during start? You may have a bad load control valve on the GTC.
  8. Thanx Casey, your efforts are really appreciated
  9. Taken around 1987, aircraft hit a hawk just after rotation at FADN
  10. May have been late 70\'s, I was still at school then. I remember the story making the news at the time, and later at the squadron the subject came up in idle discussion
  11. During the early 80\'s, a medical emergency occurred at Marion Island in the South Indian Ocean. Our B-models don\'t have external tanks, so the only way to extend the range, to make the relief flight possible, was to alternate shutting down outboards and inboards .... The mission was ultimately successful, medical supplies were dropped, and a life was saved
  12. An USAF F16 is escorting a Hercules when the F16 pulls a perfect roll right around the Herc. The F16 pilot then comes over the radio: \"lets see you try that then\" The Hercules crew ponder for a moment....then shut down number 1 engine. The Herc crew come over the radio: \"lets see you try that then\"!
  13. Marhaba from the Magic Kingdom. Welcome to HerkyBirds .....
  14. Several bases in South Africa are well out of town, and have large populations of gazzelle and warthog. These end up in engines and undercarriages from time to time. In an attempt to keep these animals away from the runways and taxiways, cheetah are released into the base areas. At least one cheetah has been killed on the runway, and several takeoffs/landings aborted. The overall number of animal incedents has been significantly reduced though
  15. Don\'t know the -20, but -30 was 100\" from FS257 marked 257E, 277E, 297E, etc; and 80\" from (I think) FS797 marked 797E, 817E, etc. The origional Flight Stations retained their numbers while the plugs/inserts carry the \"E\" to denote Extension
  16. Sounds like a wiring problem. Quickest fix would probably be to replace the inconel fire-wire in the engine and do a test flight. Question - had the engine been washed recently, i.e. inside the cowls? If the wire is chafed somewhere, water in the open area may be sufficient to momentarily trigger the system.
  17. I bet your performance was also around 113%. Not a problem - I had one about 2 years ago. Spent more than a week looking for the problem, until I noticed that the CDP matched the \'Air Start\' pressure guage. I confirmed by adding a third direct reading guage. You have one of the 1-in-1000 engines where the turbine, compressor and associated components match perfectly, coupled to the atmospheric conditions. Just make sure it\'s installed on an INBOARD position, and make a clear entry in the a/c forms. There\'s nothing wrong with it!!
  18. I\'m for the cordinator to start, then relay box, then wiring (J3 lead, LH harness, QEC kit harness). Amp would only come into consideration if it is solid state (ABB, Raven, TI, Allison)
  19. During the 80\'s, we got the call one of our birds(?) had a birdstrike, and was coming home for repairs. When she flew overhead, it looked like it had been painted with a gloss-coating. After landing we saw it was helo blade-tape over most of the leading edges - during a low-level leg they had surprized a flock of crow-sized birds.
  20. duckhunter04 wrote: I remember something similar many moons ago .... still want to know whether the thread-starter resolved his problem
  21. DC10FE wrote: I have highlighted more than 5, so I suppose I qualify :laugh:
  22. ..... any luck clearing this problem ??...
  23. This sounds like a problem I had +-2 years ago. Problem is probably not in the prop at all (easily checked by removing the prop and doing a short run). Initially the problem was cured by changing the speed valve, I was venting intermitently, found during a man-on-stand check. The problem returned, becoming progressivly worse. See if you can attach an air-line and 160psi guage to the bleed valve system DOWNSTREAM of the speed valve. Attach another hose and guage to the CDP fitting. Do a run and compare the pressures from normal to cross-over. There shouldn\'t be more than 10psi difference, and there shouldn\'t be more than 5psi flux on either guage. Eventually my engine was found to have a bad tower shaft system, causing the flux.
  24. pjvr99

    Fuel Topping?

    Extracted from the 2J-T56-56: When throttles are at the wall during pitchlock check, check fuel flow, i.e. at 1550pph rpm should be 104.4 to 105.6 (for A15 engine)
  25. pjvr99

    Fuel Topping?

    pjvr99 wrote: dumb@$$ me: I should have stated that as when the prop does over-speed for fuel governing/pitchlock check ..... etc
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