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

Mcmuffin07

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core_pfieldgroups_2

  • First Name
    Rob
  • Last Name
    McKnight

core_pfieldgroups_3

  • core_pfield_11
    C-130E/H engine troop started out at yokota, been to the desert, possibly moving on to No Hope Pope
  • core_pfield_12
    Japan
  • Occupation
    C-130 MFE
  1. do they just not react at all, or is there an improper reaction? if they're reacting somehow just not really syncing up it could be a pulse gen issue but then if it's on #2 AND #3 it's probly the sync itself or maybe the switch is bad
  2. MC-130H, initial write up was that the sync wouldn't hold. 5 or 6 minutes and then it would let go like there was no master. we changed the sync, and our new issue is when #2 is selected as a master, all others drop about 2%. when #3 is selected, #2 shoots up 2% but #1+4 sync up good, follow on the droop ck and everything. we changed the sync again, didn't fix it. tried looking into the pulse gen on #2 thinking it was screwed up and found a broken wire. fixed it, ohmed it out and it was good, but the problem remains. haven't really got the downtime to work it since technically it's flyable but i'm thinking about the sync rack and wiring next. any input would be helpful, she's been broke for a few weeks now.
  3. Haha i think i'm a little late on this one, but i'd measure the bellows. maybe ruptured, 850 TIT at 40% on start sounds like ruptured bellows to me. you could change the bellows individually and save about $70K but personally...i'd rather change the FCU haha
  4. i havent heard anything about the temps changing, but 1010 is max continuous for a -15 engine, where 932 is max continuous for a -7.
  5. check to see if your torquemeter is the midbearing type, and if not that could be your cause. did you do an engine signature run and send data to Kirtland yet? also might suggest a torquemeter runout, per the 71jg-00-3. otherwise i got nothing haha.
  6. We're having the same issue, all the time. We just put out a TAR to change the service check, but i agree with Lkuest, we should have a quantity indicator. I'll ask my AFETS rep, he has alot more time on the ol' Herc than i do.
  7. The only time we do it is in hot weather with a tail wind so the engine will actually start, otherwise its usually all the way up, or 50% during runs to relieve stress on the tail and to prevent all the bouncing.
  8. that old -7 engine is a piece, the fuel control especially, if you pull the throttles back too quick and you're on descent it doesnt give the altitude compensator time to adjust very well, and that could cause your flame out, or maybe they lost hydraulic pressure in the prop and pitchlocked it, then when the throttles were brought back rpm is tied to the power so that could cause it, not likely on all four though. yeah i'm still workin '62 models in the desert to this day haha
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