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tenten

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Everything posted by tenten

  1. Yes Dave, you might be correct, the 25 second I did read it somewhere, might be in USAF manuals, not on hand at the moment, I am having one as a reference, I will check it. We are using Lockheed Manuals FM 382C-14E and FM 382-6CF for military registered airplanes. And OM 382G-65C in conjunction with AFM 382/E/G for civil registered airplanes. (Lockheed Manuals FAA approved) And both manuals are stating the 23 seconds.
  2. Dan..., tell you the truth, so far I am not sure what brother mrjpc130h is looking or asking for... Is it for time limit approval (30 seconds) from a good reference for a case defect taking place during flight..? Or is it about; what may cause the prop to take that unusual time? If the last was the case, I am asking; what about ground static feather check? Is the prop passed the check limit (not more than 23 seconds from full reveres to full feather)??; ... And... Is the feather angle during ground check visually checked for 92.5 degrees?? ...What about engine coast-down time during ground normal shutdown? What components had been changed so far......... It makes sense to pass the entire related ground check first; then to go for FCF. Might be done, might be not, but never been told....; so, me and you Dan trying fishing on a dry river..! Dan, prop brake is a possible defect, but the prop-if passed the 90 deg-then it should rotate counterclockwise, which was not the case as stated on the last post...!! let go.. Just one more throw on that river.
  3. Issue much clear; Hope changing the prop will fix it....; anyhow for the sake of knowledge, the windmilling during flight can be one of the two: 1-Propeller failed to reach the full feathered angle (92.5°) within the proper time (10 seconds ref.6CF) thus prop keeps windmilling on the same direction of rotation (clockwise) 2-Propeller reached the full feathered angle, stopped/paused, then windmill on the opposite direction of normal rotation (anticlockwise). 1- For the first case to till what might be the cause more details is required ; anyhow it can be related to cable miss-rigging, valve housing miss adjustment, or components malfunction such as weak aux feather pump motor due to electrical or mechanical malfunction, internal dome leak(quad seal), or other malfunction within the valve housing. I never experienced this during any FCFs, or emergency shutdowns, most of the time it reaches full feather position within 6 seconds or less. And I believe the 30 seconds to stop is abnormal and should be corrected, the time factor of securing an engine if malfunction arise after refusal speed with an obstacle is very critical. 2- The second case is a well known case, caused by malfunction of propeller brake. I did experienced this malfunction from time to time; prop will continue windmilling anticlockwise, and may stop if air speed is reduced. This malfunction in some cases can be fixed by proper flushing of brake.
  4. If asking about maximum time limit during in-flight shut-down, Functional Check Flight Manual stated the following: RPM will decrease to zero within 10 seconds and when propeller reaches full feathered position override button should pop out. And under “CAUTION†book stated the following: If the propeller feather override button dose not pop out within 5 seconds after completion of feather cycle, pull out manually to shout off pump. Put I believe you are asking about Propeller Static Feather Limit. Our “Flight Manual†stated that during static feather check the maximum time for blade angle travel from reverse to feather or from feather to reverse is 23 seconds. In our FM 382-6-CF (Functional Check Flight Manual) during static check and after positioning the propeller blade angle to maximum reverse; book states the following: Pull the fire emergency control handle. ... The propeller should move from reverse to feather in 23 seconds or less. Then under “CAUTION†book stated the following: If the propeller feather override button dose not pop out within 5 seconds after completion of feather cycle, pull it out manually to shout off the pump. Maintenance action is required prior to flight. Based on that I understand the following: 1-The time travel from reverse to full feather (feathering latch engaged with no farther movement) should not be more than 23 seconds.(excluding the time for the override button to pop out) 2-Feather override button should pop out within 5 seconds after completion of feather cycle. Therefore to my understanding, the maximum full time limit from full reverses to popping out the button may extend to a maximum of 28 seconds. Regarding your case if the time to full feather is within 23 seconds then your first part of propeller feathering system is good, the second part which includes terminated of the feathering cycle which should not exceed 5 seconds started from stopping movement of prop, if found to be more than 5 seconds, investigation should be done (blocked filters, malfunction pressure cut-out switch within pump housing, miss-adjustment of 86 switch, feather override relay, aux feather pump.... etc).
  5. Ok, jakesnk Since it is the only aircraft and the only pump unable to supply 4 engines let’s have a look to the following possibilities: 1-Pump Electrical Power supply malfunction (which required a thorough check of continuity, resistance and load of the three phases; one phase weak will weaken the pump. 2-Passage obstruction from the pump to the pressure switch. 3-Ejector plumbing within the aux tank for proper connections. 4-Dump and by-pass valves for fully closed positions (left aux dump valve, left by-pass valve) if any... not in a full closed, will lead to loss some pressure. 5-Aux NRV valve might be giving higher than normal obstruction.
  6. Indeed it helps, and based on the above, we set the agreement with the flying crew, to limit deferential pressure to below 14.0 hg until overhaul facility-3000KM away-reset our components. Thanks a lot MARS.
  7. Seems to me you have nothing to weary about or to look for, since the pump giving you 38psi during no flow condition. The limit (28 to 40 psi) as stated on flight manual is for preflight reference only.(no flow condition) pressure below this limit is acceptable with engine operating, And for the empty light illumination during 4 engines cross-feeding, might be also normal to see the light, if 4 engines under supply of one aux. pump.
  8. Unfortunately, based on our authorized manual SMP 1729 for the airplane 382G65C Lockheed Ser No. 5024 (L-100-30 civil registered) I confirm the following from the IPC: Outflow Valve P/N 102150-0 Safety Valve P/N 103036-5 Pressure controller P/N 102538-3-1 As for our military registered airplanes (C-130H Lockheed Foreign Direct Sales) (with Lockheed Ser No 4879. and based on SMP 893: Outflow Valve P/N 102150-0 Safety Valve P/N 103036-3 Pressure controller P/N 102538-2-1 Therefore; according to our manuals both types sharing the same part numbers !! The key of deferent control settings (military 15.16) (civil 14.25)., might be based on the deferent settings of the pressure controllers rather than a deference settings of outflow valves, since pressure controllers on each type having a deferent part number thus deferent setting. Regarding ground pressurization check with #2 test valve closed and # 1 test valve open; it had been done on ground and the best combination of components installed found to be both cracking open at around 14.8 hg. And by isolating the safety valve during flight (disconnecting safety valve static line reference) the outflow valve was maintaining the 15.0 hg.
  9. Thanks MARS for the input; At the time I am out of IP manuals, to my knowledge Outflow Valves are changeable between military and civil registered aircraft; just check and reconfirm; If you are correct on this... puzzle is solved, hens the one installed on the defective aircraft is P/N 102150-0., with a Safety Valve P/N 103036-5, and a Pressure Controller P/N 102538-3-1.
  10. During the FCF of 382G “CIVIL†airplane-, The Auto pressurization mode fails to pass the “pressure controller differential valve checkâ€. Safety valve was controlling the differential pressure before or might be at the same time of pressure controller. Safety valve required to remain closed during this check. Safety valve cracked to open at 14.8 in/hg and will maintain 14.9 in/hg; while pressure controller (when isolating the safety valve) was taking over at 14.9 and maintaining 15.0 in/hg. All pneumatic lines checked, 2 pressure controllers 2 safety valves and 2 outflow valves had been changed to find a proper matching setting with no effect. Settings of differential pressure controlling limits according to our book(FM 382-6CF)are: Outflow valve differential control 14.2 (+0.6, - 0.4) Safety valve differential control 14.9 (±0.5) Details of plus or minus show the overlap of both valves setting; however book require the safety valve to remain closed. Any help on this will be appreciated.
  11. A side from what happened in “Fort Hood Accidentâ€; for certainly I am not the proper one to talk about this issue; but I am looking for a highlighting to the following two statements from a pilot’s point of view. 1)Stall or Fin Stall during low altitude with a wrong or delay on the recovery procedures is a well-known killer. 2)Turbulence during low speeds will mislead crew on reading the actual indicated speed, and farther more might hide the sign of entering the stall boundary.
  12. As I know, all operational safe speeds are established to provide adequate margin above stall speed as well as above air minimum control speed. Some examples of using the “stall speed†(Vs) as a reference of safe speed: 1) Normal take-off speeds are established -by engineers through flight test- to be higher than stall speed by 10%. = (take-off speed is equal to 1.1 times the power off stall speed). Meaning, if the stall speed found to be 100 knots then the take-off speed should be 110 knots; these 10 knots extra is enough to provide an adequate margin of safety. 2) Normal obstacle clearance speeds are equal to 1.2 times the power off stall speeds. 3) Threshold speeds for normal landing are equal to 1.35 times the power off stall speeds. 4)Touchdown speeds are equal to 1.2 times power off stall speeds for each flap setting. During personal air drop, troopers prefer to have as lower speed as possible, but the red line of entering a stall is there; so the 1.2vs in the opinion of test engineers is a figure of satisfaction to both, those who will leave and those who will keep their axx on the seats.
  13. Defect hit back again, voltage regulator swapped with another regulator, defect transferred to the other. Thanks for the advice NATOPS1, seems we catch the accountable.
  14. Yes, Lkuest; Ref. Maintenance manual (SMP 581) chapter 61 Quoting: CAUTION: When the propellers are static, do not use the prop resynchrophase switch. The static propellers do not furnish any pulses to the system, so with electrical power supplied and the master selector switch turned on, operation of the prop resynchrophase switch drives the speed bias servo in each slave propeller to its plus 2 percent limit, due to inherent characteristics of the synchrophaser, each actuation of the switch allows an additional 2 percent change in governor setting, and after three actuations the slave propellers would be set at their maximum value of 106 percent. The electronic system would then be essentially on neutral in regard to the feed-back potentiometer position. Selection of the other master engine by the selector switch could then result in the first master also being driven to the extreme maximum position. In mechanical governing 100 percent rpm would be obtained, but placing of the sync-servo switches in "normal" would cause the slave engines to return to their previous setting of 106 percent. Therefore; Another Quoting: Ref. TO 1C-130H-2-61JG-20-1 NOTE: If there is none, a hole must be drilled in PROP RESYNCHROPHASE switch to accommodate safety wire in following step....... etc. Seems they insist in locking that switch to avoid the 106%.
  15. A line had been dropped 4 weeks ago for a possible chance in UAE, unless you catch a better line through DC10FE, let me know Trev, I hope you the best.
  16. I understand from the last last post that even in null the engine is flamed out; and that the RPM dropping to 93% just before the flame out. To me once the RPM dropped to 93% and bleed valves opened it is normal to see what you have seen. Based on that, I see no benefit of changing the acceleration bleed air valves. It seems to me that the main issue is RPM dropping once power retarded; then the puzzle need to be answered; Way at flight idle the RPM dropping below the threshold of keeping the acceleration bleed air valves closed (94%)? Is it a fuel Issue (FCU lean) (blocked fuel nozzles) or a valve housing issue, or the low pitch stop setting is high accompanied with less fuel? And I believe that the answer can be obtained from your engine instrument if you read and compare them with the symmetrical carefully. One thought: Use the credit of the null orifice and let more fuel to go and see what will happen while engine bleed air valve in closed position.
  17. Thanks NATOPS1 for the new information regarding the possibility of voltage regulator to be one of the causes. Aircraft on a rest, the last corrective action done by our maintenance was cleaning and re-correcting some looseness on the generator control panel receptacle, engine started twice defect not duplicated yet; waiting for the next.
  18. Dash 7 or 101 make the task difficult to analyse, but as you mentioned on the last post with TD null the engine is behaving good, if so then your target is the TD system only. But if in NULL and below x-over some engine parameters are abnormal then the target is more than TD only; it can be acceleration bleed air valves issue as PJ already mentioned. Sticky valves resisting to be fully close at low power causing the engine to bug down especially with TD in operation. ("popping sound" is a clear indication of the cycling of the bleed acceleration valves.)
  19. “Most first start of the day" generator no3 required resetting, sometimes resetting by the control switch dose not function, needs to be manually reset from generator control panel; once reset it will be as advertised during flight and during the subsequent starts of the day. Generator control panel swapped with no effect; any help will be appreciated. Having C-130H
  20. You have it apexlined; let me know if it works. We never say “NO†for anything as well as our ladies never say “YES†.:)
  21. tenten

    TD sytem

    Can’t be the anti-icing if the system having “dignity”. If not TEST SELL issue; I advise to track and check the wires involved in locking the TD for not having any power leakage disturbing the “Brake Release Solenoid” especially through plug connections/TBs.
  22. Way not Vans!! And apologize been not catch your post early, I am trying to send what you asked for; sending your email might help; the book size is 20.1MB.
  23. tenten

    TD sytem

    Not familiar with test cell, but; ... check the system correction at x-over during "Auto" selection, if the value is as the drop you mentioned, then it seems to me that the TD system is shifting to “nullâ€; then while in “Locked†you may perform the following two checks: 1- Temperature controlling check at 910 ̊C. (the existence or the lack of cut back). 2- Over temperature check at max TIT. (the cut back and the illumination of the correction light). The results of the two check will limit your defective wiring target.
  24. That’s what we are having under section 5 page 1 of FM 382C-14E. (change 6 - April 1999) NON STANDARD OPERATIONS Quoting: INTRODUCTION. This section covers procedures that incur a greater than normal risk; therefore, they should not be routinely performed. These procedures may be safely performed by personnel who have been thoroughly trained in their use; however, due to the greater risk, they should be employed only when directed by appropriate authority. PROPELLER LOW OIL WARNING LIGHT SYSTEM MALFUNCTION. An airplane may be dispatched for flight with propeller low oil warning light system malfunction, provided the following is verified prior to the first flight of the day. a. Propeller atmospheric sump oil level is normal. b. There is no evidence of excessive propeller oil leakage.
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