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


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Lkuest last won the day on January 16 2020

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  • core_pfield_11
    Went to LRAFB in November 2002 working as an engine specialist on the flightline at the 314 AMXS/Blue AMU. In May 2011, started working as an FTD instructor at Yokota AFB, Japan. Arrived back at 314 AMXS/Blue in 2014.
  • core_pfield_12
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    C-130H Propulsion

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  1. Gimme the BPO work cards and 1 hour, and I'll throw down three "red-x's" and 20 "/'s"
  2. Only thing I would add to pjvr99's response is consider resealing the low pitch stop too. I'd almost bet money the squeal check would fail.
  3. Here's the source website for service news bulletins. https://www.lockheedmartin.com/en-us/who-we-are/business-areas/aeronautics/sustainment/customer-support-center/service-news-magazine-archive.html
  4. If the orifice cups are clogged, you will never be able to accurately check servicing, as the pressurized sump may always show good, but at the expense of the atmospheric sump. The atmospheric sump is allegedly the most accurate location, so if it's inaccurate, it will always lie to you. You should check your tech data for how to clean the orifice cups. The only other option is to replace the pitchlock regulator, preferably with one that was recently overhauled to guarantee the cups are clean. One indication the orifice cups are clogged is that, when you check the pressurized sump after 2 minu
  5. It is likely your orifice cups are clogged, preventing proper filling of the barrel assembly, and therefore your atmospheric sump
  6. This sounds strange. I'd almost suspect you had a bleed valve stuck open on one of the other engines, or there may be a wiring problem within the anti-ice system that is affecting indication. Does the engine pitch sound like it's roaring to life? Does the aircraft actually yaw a bit in the direction of the increased torque indication? I would also be interested to hear how all 4 engines behave together when all bleeds are open and the wing & empennage are actuated. Please, for clarity, when you say TIT remains the same, can you please specify whether the TIT momentarily moved up/down
  7. does this happen with only that single engine bleed air valve open, or are all 4 engine bleed air valves open? Do you have dummy bleed air valves, or bleed air regulator valves?
  8. I recommend checking the NTS gaps, Low Pitch Stop blade angles, and Torque Retaining Lugs for all 4 propellers, as well as note the results of the in-flight NTS checks.
  9. I agree with NATOPS, once the engine shuts down, any fluid pressure from the still-spinning pumps will go directly to the increase-pitch side of the dome via the feather valve and feather actuating valve until the pumps can no longer supply 100 PSI. Then the blades stop changing pitch. Since the internal seals for each propeller are worn differently, it's difficult to nail down a specific degree when you transition through that pressure. Also, as you are flying, airflow is still trying to spin the propeller beyond what it would be during a ground run. I doubt you will get all the way to feathe
  10. I recommend your military request technical data upgrades. I've never even seen a 1C-130B-2-4, so I have no idea what information I could add to help you troubleshoot your problem. With updated technical data, you might be able to do this on your own. As with most fluctuations, it is much easier to recommend a maintenance action if I was able to see all the engine instruments. Just about anything can cause a torque flux, and "all wiring" is a pretty broad statement.
  11. I would be interested to know what kind of troubleshooting manuals you have available to you.
  12. I agree with pjvr. What you are describing is a throttle misalignment below crossover, for which there is no limit. If everything else is within limits, there isn't a problem. If you are still really concerned about this, you could check for air leaks, but you should also have lower torque and slower starts. You could also adjust the TD Valve and/or Fuel Control, but ONLY if the rich/lean check shows rich AND you have warm start temperatures and well within normal start times. Otherwise, it sounds like the TD system is doing its job well, and stops controlling when it's supposed
  13. If TIT, Fuel Flow, and Torque are all low together with no change in RPM, whatever is causing the problem is definitely fuel related. Have you run an electrical check on all wiring? Some of the electricity goes through the LH engine wiring harness, and there is a J3 lead that can cause problems. You might also hook up the TD Amp test set and shake the wiring around to try to duplicate. You should also pull the lid off the junction box next to the TD Amp and see if anything looks out of place.
  14. Was RPM doing anything, and if so, which direction in relation to TIT? Also, were torque and TIT low together, or opposite each other?
  15. As a maintainer, I've seen this a few times, both with engine running and during static pitch changes. Also, with the throttle in any position, as well as reversing with the condition lever in feather. I've never had an aircraft from my unit reverse in flight during the 200,000+ flight hours worth of malfunctions I've either worked or got turnover for, but I do believe this eventuality is covered in simulator training.
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