gmat Posted August 17, 2009 Share Posted August 17, 2009 Does any old head know about the engines on a C-130A model? What was the difference between the dash nine and dash eleven engines and when was the dash eleven introduced on C-130As? Best wishes, Grant Quote Link to comment Share on other sites More sharing options...
Generalsmoke Posted August 17, 2009 Share Posted August 17, 2009 All differences between the T56-A-9 and the T56-A-11 engines are internal. The T56-A-11 engine is a T56-A-9 power section which has been modified to operate with kerosene fuel. The T56-A-11 engine uses the same gearbox as the T56-A-7 engine. This gearbox is equipped with a lower gear ratio than the T56-A-9 engine. Externally, there is no difference between the two engines and there accesssoriess. The power section of the T56-A-11 engine is the same as the T56 -A-9 except the -11 uses a dual orifice fuel nozzle, p/n 6813716. These fuel nozzles are of a duplex nature designed with a spray tip with two concentric orifices and two spin chambers. These nozzles replace the T56-A-9 counterpart, p/n 6812991, which is a dual slot type incorporating one spin chamber and one exit orifice. The newer dual orifice nozzle results in greatly improved atomization of the fuel at cold temperatures and low fuel rates. A new fuel control, p/n 6826924 is used instead of the T56-A-9 fuel control p/n 6812563. The reduction gear configuration of the T56-A-11 gearbox is different from the T56-A-9 gearbox. The major difference is the gear ratio. The T56-A-11 gear box provides a 13.54 to 1 ratio which permits a slower propeller speed. Except for the slower speed, the internal changes to the gearbox do not result in any differences in the operating or maintenance instructions. Externally, the T56-A-11 gearbox is the same as the T56-A-9 and all mounting pads and accessories are the same. All performance specifications for the T56-A-9 engine apply to the T56-A-11. The weight of the -11 engine is approximately 100 pounds greater than the -9. The -11 engines had the Aeroproducts Model A6341FN-D1A, 3 bladed propeller. Quote Link to comment Share on other sites More sharing options...
Ryan1663 Posted August 19, 2009 Share Posted August 19, 2009 All differences between the T56-A-9 and the T56-A-11 engines are internal. The T56-A-11 engine is a T56-A-9 power section which has been modified to operate with kerosene fuel. The T56-A-11 engine uses the same gearbox as the T56-A-7 engine. This gearbox is equipped with a lower gear ratio than the T56-A-9 engine. Externally, there is no difference between the two engines and there accesssoriess. The power section of the T56-A-11 engine is the same as the T56 -A-9 except the -11 uses a dual orifice fuel nozzle, p/n 6813716. These fuel nozzles are of a duplex nature designed with a spray tip with two concentric orifices and two spin chambers. These nozzles replace the T56-A-9 counterpart, p/n 6812991, which is a dual slot type incorporating one spin chamber and one exit orifice. The newer dual orifice nozzle results in greatly improved atomization of the fuel at cold temperatures and low fuel rates. A new fuel control, p/n 6826924 is used instead of the T56-A-9 fuel control p/n 6812563. The reduction gear configuration of the T56-A-11 gearbox is different from the T56-A-9 gearbox. The major difference is the gear ratio. The T56-A-11 gear box provides a 13.54 to 1 ratio which permits a slower propeller speed. Except for the slower speed, the internal changes to the gearbox do not result in any differences in the operating or maintenance instructions. Externally, the T56-A-11 gearbox is the same as the T56-A-9 and all mounting pads and accessories are the same. All performance specifications for the T56-A-9 engine apply to the T56-A-11. The weight of the -11 engine is approximately 100 pounds greater than the -9. The -11 engines had the Aeroproducts Model A6341FN-D1A, 3 bladed propeller. Wow I guess that answers his question. Quote Link to comment Share on other sites More sharing options...
airnav Posted August 19, 2009 Share Posted August 19, 2009 Whoa! I had to get a sixth cup of coffee for that post. Well done my good man! Kurt Quote Link to comment Share on other sites More sharing options...
Guest Posted August 19, 2009 Share Posted August 19, 2009 Absoutely one of the best technical explanations I have read. No wasted words and very understandable. You have a real talent! John Quote Link to comment Share on other sites More sharing options...
gmat Posted August 20, 2009 Author Share Posted August 20, 2009 Generalsmoke, Thank you for you explanation. It is excellent and I am ashamed to say that it is pretty overwhelming for my limited knowledge about engines. But thank you again. Do you know when the -11 started to be used on C-130As? Best wishes, Grant Quote Link to comment Share on other sites More sharing options...
Generalsmoke Posted August 20, 2009 Share Posted August 20, 2009 As far as I know they were only on the original 12 Australian C-130A's. Quote Link to comment Share on other sites More sharing options...
gmat Posted August 21, 2009 Author Share Posted August 21, 2009 Generalsmoke, Thanks for your info. Best wishes, Grant Quote Link to comment Share on other sites More sharing options...
SamMcGowan Posted September 6, 2009 Share Posted September 6, 2009 If the -11 is a -9 modified to burn kerosene, then just what the heck were we burning in all of those A-models I flew on out of Naha? All jet fuel is basically kerosene. Quote Link to comment Share on other sites More sharing options...
mongo Posted September 6, 2009 Share Posted September 6, 2009 (edited) Your right Sam its all kerosene but, All the different grades have stuff (additives) in it to change things like, flash points, static inhibitors, densities, preservatives, even good ol gasolene as Tiny mentioned in another thread. The list goes on and on. And $$$$$. The performance gains Generalsmoke is talking about probly made the mods pay for themself in a hurry. Edited September 6, 2009 by mongo Quote Link to comment Share on other sites More sharing options...
Wombat Posted September 11, 2009 Share Posted September 11, 2009 Correction to your prop speeds for the dash 11 engine. The prop turns faster using the -7 geargox. The three bladed prop turns at 4 bladed speed and is noisier as a result. The official description of the kerosene used in the -11 is "super clean kerosene" as defined by the RAAF Fuels and Lubricants Handbook. The engine is actually an Allison 501D13 power section fitted with a -7 gearbox. It runs the same max torque as the -7 and gives a 20kt higher cruise for the same power settings used for A models. As per Allison manual 11R4, the engine is limited to 4,300HP in the test cell, but runs the 4,050, the same as the -7. The -11 engine does not use USAF T.O.s for overhaul, but does for general maintenance. Overhaul is by Allison manuals 11R1 thru 4. I have a full set of these manuals that I have used for over 20 years when working on the -11 engines. Quote Link to comment Share on other sites More sharing options...
Wombat Posted September 11, 2009 Share Posted September 11, 2009 Dash 11 was only fitted to the Aussie A models, 57-498 thru 57-509. Quote Link to comment Share on other sites More sharing options...
bohackney Posted October 29, 2009 Share Posted October 29, 2009 Other than the nozzles, what upgrades where made to the hot section I.E -7 vs -15? Quote Link to comment Share on other sites More sharing options...
Generalsmoke Posted October 29, 2009 Share Posted October 29, 2009 The hot section is the same as the T-56-A-9. Quote Link to comment Share on other sites More sharing options...
Wombat Posted November 1, 2009 Share Posted November 1, 2009 According to the SPADL there are almost no parts interchangeable between the -9 and -7 hot sections and -7 and -15 hot sections. The -7 turbine is so highly stressed that they fitted a scatter shield to them so they wouldn't hit the airframe when they suffered an uncontained failure. The -9,-11 and -15 don't have a reputation for uncontained failures. The -7 turbine loads was the main reason the B and on had the engine nacelle moved forward several inches. It kept the turbine plane in front of the spar webs and planks if it failed. Quote Link to comment Share on other sites More sharing options...
herkman Posted November 3, 2009 Share Posted November 3, 2009 And 1958 thru 1959 would be years of production. As the RAAF C130A were the last to be produced except for some RC130A's then all engines except maybe for some additional spares would have been produced in the production years. The RAAF made the engine more reliable by restricting the Cruise TIT which extended the life without premature change outs greatly. AVTUR which is a British spec equivelant to JP1 was our normal diet, but of course we used JP4 out of US bases and Vietnam. The made differance I believe is that JP1 had no petrol in it. Earl Cherry has been operating the only flyable RAAF C130A for so many years and runs his on JP4 with no problems. Regards Col Quote Link to comment Share on other sites More sharing options...
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