edwardlcy

Is it possible to conduct an engine ground run at LSGI with flaps removed?

Who can be kind enough to give me a peek or summarize what the 33D2-37-11-1 says

What's the range stated in your workcard that the detent is supposed to release? For example, with the detent set at 2500lbs, if the required force to release it is 3000lbs, the detent is serviceable or not?

Hi, I have a query regarding AAR cargo system latch testing equipment c130 rh latch tester p/n: 51500-100. It was stated in the operating instruction that the latch should release at +/- 10 % reading of latch indicator. However when refer to my Lockheed Martin maintenance manual tm382c-9 as below: https://www.dropbox.com/sc/qf4znk5hxx0smg5/AAB7l1BJVJWeJ6eYRN7mpkQ5a https://www.dropbox.com/sc/31z0444epm6yt93/AAB1Hp_TgNKg9LhTJjQFEQfFa I read that during test, the latch should remain engaged at torque 48ft-lbs and latch released at torque 64ft-lbs.. That's a range of +/- 30%. I would appreciate if someone can provide me with an explanation on why there's a difference in accepted ranged with AAR latch tester operating instruction and my maintenance manual. Tq P/s: do note that my maintenance manual recommends the use of latch tester p/n 11768-70 not 51500-100. Image for latch tester 51500-100: https://www.dropbox.com/sc/l4yu8r3v4o0ua2h/AAA-e2xMatPcYZqygUT1tAiRa

what about if towing from inside the hangar out to dispersal/bay? APU/GTC is not to be operated from inside the hangar right?

hi guys, just seeking your input regarding the sufficient brake pressure while aircraft is being towed? is it 1000psi, 1500psi or 3000psi? pressure buildup by manual pump or aux pump? thanks

hey guys, just wandering what tools you guys use to remove the hex bolts at engine truss mount area that saves time and manpower.. electrical drill? pneumatic drill? manual hex key?

No idea, way before my time in the early 90s I'm guessing.. I'm looking for newer versions too if anyone has it.

Check these notes out my friend, appreciate if anybody else who has a more complete our updated copy can share with me as well. https://www.dropbox.com/sh/gk0tykqqqaqdvds/YiJuhTe1ny

3505786-1 is the part no. for a newer model air turbine starter, older model starter only engages onto the engine when start valve is open and there's bleed air going into the starter, hence damage will occur when start valve is opened in flight and the starter is engaged onto the engine at rpm that is above the limit. is there any new fail safe built into the newer model to prevent this scenario that is not available on the older model?

Hi guys, as part of our squadron innovation project, we have come up with a design for c130 Additional litter support for air ambulance/mercy flight/medevac role. [ATTACH=CONFIG]3935[/ATTACH] Please have a look and give your suggestions. Thanks. Also if there are other similar concept already out there, pls do share.

Hi guys, just curious for knowledge sake, for 3505786-1 air turbine starter, when inflight suddenly start valve light illuminate and start valve open, will the air turbine starter crank and get damaged? Thanks.

guys, thank you all for your advice and replies...appreciate it.. this problem has been solved by replacing the engine+QEC with a new one, no idea what's the actual cause, didnt have the time to troubleshoot further..

rigging, blade angle cx satisfactory; tq indicator not the problem since swapped indicator with #3 engine but snag still persist. sorry im a noob but how do i check the air px out of my BARV?

hi guys, am in a bind here with this new engine that i just put up. so 95% power is around 17k inch lbs torque, i only got around 16.2k lbs in td auto and td null with bleeds on, bleeds off around 17.2k. During advanced throttle it was observed that TIT max at 1083 with fuel flow about 200 lbs less than other engines.. in some runs it was also observed that in td null the torque can be 2-300 inch lbs worse off compared to td in auto. also during crossover, there is no crossover cut at all in auto and null although TIT stayed around 830+, below the limit of 840C. with other engines, there is slight increase in FF when td put from auto to null and slight decrease in FF when td put from null to auto, with this engine however there is absolutely no changes in FF when td select null from auto or from auto select to null. There is also a symptom where my technicians reported that the prop becomes harder to turn than usual with the prop turning tool after installing this new engine, requires the strength of at least one and a half man. Troubleshooting done so far: checked valve housing satisfactory checked all bleed air ports satisfactory replaced td valve replaced and calibrate td amp replaced fuel pump replaced FCU replaced torque indicator replaced torque pickup i suspect RGB gearbox prop brake partially engaged.. any other ideas?

can somebody provide me with a reference on the price vs performance of a brand new tire vs retread? will need to ask my logistic command to conduct a study on this..

appreciate if someone can post a screenshot of the said table and page....cos unfortunately my reference is only tm382c-2-11..

hey guys, was wondering if there's any reference in the manuals that you guys can share regarding the limitations of wear and tear which requires replacement of the tires....currently we replace as soon as the threads are visible during post flight check....we are using goodyear 24-ply rating tires at the moment. appreciate it, thanks!

liking the drop zone and the propeller club.....keep 'em coming guys!

hi guys, I'm looking to rename my crew snco rest lounge....pls share if have/had any interesting/catchy nicknames/moniker to share......thanks!

yup we do "man on the stand run" too sometimes, but visual for bleed air leak is hard to spot, i'm looking for an easier solution by means of a DIY portable flexi-rod type of infrared or temperature sensor test kit that will light up or sound an alarm to pinpoint location where there is a bleed air leak. dye penetrant can only be used on rigid pipelines to check for cracks right? can it be applied where connecting pipelines and worn gaskets are?

Thanks for the advice, but I'm looking for a simple gadget of sorts to pinpoint the location of a bleed air leak such as an event when nacelle overheat light illuminate during reverse thrust, there usually is a leak in one of the gaskets, but where?

Good day guys, was wondering if there is a simple DIY design for a test set to pinpoint the location of a location of a bleed air leak at nacelle or dry bay area, please do share thanks!

good day to you guys, this problem has been solved by swapping the SSV with another engine and startup was successful. Due to shortage of spares, we swapped in the SSV that was presumed to be broken onto another engine and that engine started up too... my oh my!

Hi guys, would like to share my defect with you and hope for some suggestion s: As stated, #4 eng wind down during line up in normal speed, subsequent restarts found Fuel flow stagnant at 350 inlbs, rpm stagnant at around 40%, but tit keep increasing and forced to stop start due to over temp, happens when start with TD in auto and null.. I have already adjusted blade angle, jump triple S, replaced td valve but defect still persist.. What else should I look at? Could it be compressor stall? I'm at FOB with limited facilities, hope you guys can throw me a lifeline tq.