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Everything posted by tenten

  1. Need your help on this: I am having a short circuit whenever take reset solenoid valve electrical plug is connected causing the engine fuel control c/b (Ess Dc bus) to pop out. Is it possible to change the above solenoid only without changing the TD Valve.? I haven’t got any reference or job guide on my hand concerning this issue. Appreciate any help.
  2. So, based on all the "hot" active guys, I can arrange all the possibilities with a miner suggestion from my side. 1- The engines are pulling 99% max power efficiency→good compressor +good turbine + all acceleration valves seemed to be in closed position+ fuel nozzle performance at high power setting good, fuel nozzle performance at low fuel pressure →??? Unknown. 2- The GTC is putting out from 36 to 39PSI. →good output, good GTC bleed control (confirmed by eng.#1 on speed by 58sec.) 3- Pressure drop at 10-16%RPM = 25psi then buildup to 31psi. → Fair start control valve.(maybe swapped with #1 just to confirm) 4- New starter →?? May be slipping, swap with #1 to confirm. 5- The blade angles are all set to the low side. → Just, a recheck for not holding a position. 6- Start TIT 780.→Can be increased 30⁰ more (will improve operation). 7- The bleed down was 13 seconds. →??? Was the timing with all bleed valves in OPEN position? If yes, what about checking drop time with only one valve in open at a time and evaluate all the 4 engine nacelle ducting for air leak, this type of check will confirm that compressor check valve, anti icing valve, and ducting are air tight. 8- Sticky Acceleration valves (not fully opened) or SSV malfunction can affect RPM speeding up. Hope the above will help.
  3. Have you got access to this booklet? Somehow it touches the issue.
  4. Appreciate all the inputs. Quoting Tusker : Did you check the cables tension! Cable tension checked, within the limit, tension regulator including compression and expansion also checked within the range and limits (6 to 7),(0.25.) The point is, the momentarily lagging appears clearly when slamming the throttle from Flt Idle to T/Off within let’s say 2 sec or less. Quoting Tusker : Maybe the FCU doesn't like it. I agree, one of the Components- FCU, valve housing, tension regulator, ets. doesn't like to be slapped by this manner, - to me I don’t blame a component having a sense of honour -. But with no reference limit I cannot cash it; meanwhile changing costly components for a momentarily lagging hurts me. Quoting Tusker : Is it the same pilot!!!!! LOL!!! No, more than one, but the rest of the more than one got cleared by the one. The…“Fighter Pilotâ€. Hope you get it. Quoting Steve1300: Here is what our inspection cards say about this check: Transient Governing Response Check. (l) Mechanical Governing - With the propeller governor switch in MECH GOV. advance the throttle from FLIGHT IDLE to TAKE-OFF in four seconds. We haven’t got this type of check in our cards or books, But the statement of how to advance the throttle (from to) in four seconds , this is the one I am looking for, cause no book in our hand states how to push up the throttles in relation to time. (Appreciate if you send a copy of this check from your inspection card as attachment) Regarding RPM stabilization time(30/15 sec)(mech/normal) our effected engines stabilizing within 3-4 sec. Quoting pjvr99: Throttle anticipation. Sounds like valve housing is [email protected] out. Simple enough ground check ..... Done, RPM stabilization time was less than 4 sec. Quoting pjvr99: You said rpm was going to 104%, so basically the fuel control governor is coming into the game, too. I get one like that every couple of months. Yes, pj Agree on that scenario in which actual RPM cross the threshold and enters the FCU topping range which might be over act or having an earlier setting and start cutting fuel to bring RPM back. One time I tried to reduce the mechanical rpm to the minimum limit to check the behavior, doesn’t work. Just a quick question, is there any adjustment in the FCU to delay the setting of fuel topping? only for the sake of isolating the defect. Quoting Lkuest: I personally don't care about a little lag as long as the crew doesn't have directional control problems. That was the last deal with flying crew, but some keep writing in 781 with or without directional control problems. Quoting Lkuest: But I also know the crew tends to move the throttles a little slower than I do. Which crew ground or flying crew? IF you mean flying crew. Not at all, for some pilots who loss 2/3 of the runway during the landing and transition to T/off condition, and feeling that the runway is diminishing. I have been with the flying crew twice during T/Go, when pushing the throttle slowly all things looking good, but some claiming that their limit in pushing up throttles can go up to 1 second from F/I to T/off -which is unfortunately written on our throttle quadrant- . Quoting Lkuest: If you are having a shortage of Valve Housings, you might swap them between props and see if the problem follows. Thanks lkuest. That is my intention for the first in coming defect.
  5. Guys of the herks, need your help in this issue: Is there any book reference, idea, or experience for power stabilization time limit during fast open power-touch & go-? for I am having some engines(T56-A-15) during fast open power hesitate/lag for a moment (3-4 seconds) then back up with other engines, (hesitation taking place in some cases as momentarily cycling of TIT, TP, and somehow stagnation of fuel). RPM in some cases hits the 104% then stabilized within the above mentioned time. Cross-over correction during run-up check of some effected engine found to be 30⁰C cut back. Flying crew advised to lock the TD and check engine behavior. Done, a little improvement, but the lagging comparing to other engine is persisting. 1-Prop main & standby filter changed. 2-All fuel filters changed. 3-CIP blown out with air. No improvement. Is it normal/accepted lagging? What might be the cause of this? Is the engine enters the Fuel Topping Range? Is it an issue of valve housing (sevo/non servo/or age)? Is it worth to change a valve housing to satisfy a “Fighter Pilot†on a herk? (In some cases valve housing change improved or solved the lagging). Season of Touch & Go training is coming; don’t have much valve housing in the stock. Your inputs will be appreciated.
  6. Two “Valve Housing†having unusual identical defect … !!!! No comment.
  7. trev, I know it is over for you…., I just want to confirm to “myself and to home he is interested†that part number on the attachment is the same as what you already found by yourself in the yellow box. By the way how is it going to 4827, is the “Ice Detection Reset System fault†solved and how? Cause I am having one of the “herks†intermittently behaving the same as yours. Your input on the reset system will be appreciated.
  8. Trev, is it one of those numbers which you are looking for?
  9. Mechanic80 I have send you an email. Check your inbox.
  10. Mechanic80, the attached schematic diagram is “Greek to me†(never seen), however I am still digging my old books. To my knowledge there are two types of Fuel heater & strainer used on T56-A-15:- 1- United Aircraft Products (UAP). 2- Benson fuel heater And the only difference (if I am correct) is in the value limit of scavenge oil back-pressure of each during testing. Tips: 1- Fuel temp below 40⁰F (4.5⁰C) → All oil is allowed to inter to warm up fuel (full heat mode). 2- Fuel temp above 70⁰F (21⁰C) → All oil is bypassing (full bypass mode) 3- Fuel temp in between 40⁰F to 70⁰F → Some oil may inter for warm up. For soft copy I am having “Power Plant Hercules Training Manual†1993, If good for you, is it possible to send it as attachment..? Size on desk 20.1MB. Guide me and you will have it. (tenten is a big zero on the net)
  11. Picture attached, hope it works.
  12. What’s raised by “Steve1300†---- “Make sense†Guys of the herk…, we start zooming.
  13. QUOTE (Dan) You missed that they switch out the prop with a known good prop, that would (normally) eliminate the prop and bring it down to engine, rigging or cosmic rays. QUOTE (pjvr99) NO!!! We still don't know what's wrong with the prop. So the search, trial and error continues until we do know. brothers of T56, my English language is below 720⁰c. Yet I am unable to differentiate between (lay & lie). Nevertheless, my understanding is: Till the investigation reveals the actual cause of the prop defect we may guess which component at fault on the prop based on how system works. Am I correct......? QUOTE (NATOPS 1) The increase in speed would directly affect the pressure output of the main and standby pump. The standby (twice as much voulme) may be suppling pressure when not needed...normally only provides "extra" pressure/volume to get faster response. If it thinks the system wants more due to a bad check valve it may be driving the blade angle without any input other than speed. Make sense to me. Anything more prop guys?
  14. Thanks pj for the video. After seen the video, no doubt (to me) that an increase of blade angle is taking place during shifting up. To my knowledge (CAUTION) limited :mad: 1- To increase blade angle, a controlled hyd. Fluid should get its way through transfer tube to the fwd. side of the piston. 2- The (simplified) normal rooting of the hyd. fluid to increase angle is:- Pumps output →Transfer ports (on barrel extension)→ Pilot valve→ Back to Transfer ports →Transfer tube→ Fwd. side of the piston. What if, something wrong on transfer ports (or around) causing the output of the pump -which is increase during shifting up- to get its way direct towards the transfer tube. I believe that: “The truth is lying on the belly of pump housingâ€. “Indeed corrections and inputs are appreciated from prop guys.†tenten
  15. Since the valve housing had been changed with no effect:- 1- De-activate NTS bracket by keeping the gap at maximum, and check your engine. 2- Check your NTS bracket on the valve housing cover assembly for bending. 3- Remove the electrical plug (the one for the feather solenoid valve) and recheck. Hope those steps will help isolating the affected area of the NTS system. GOOD LUCK.
  16. 3N = 6N, no doubt and no harm, if the next to use the knob is a positive guy. For turning the knob counter clockwise:-Ref.1 (TO 1C-130H-2-52JG-30-2) CAUTION Make sure rotation of cargo ramp manual control knob is in clockwise direction to prevent possible valve sequencing problems and subsequent damage to the ramp actuation system. Ref.2 (Command Aircraft Systems Training) This knob should only be rotated in a clockwise direction to avoid the control valves being thrown out of sequence. Ref.3 Service News vol.19 no.1 Ramp Open With Hooks Extended: :eek: This condition may suddenly appear, as if from nowhere, during manual operation of the ramp. It is usually caused by rotating the ramp control knob in the wrong direction ---. Here is a good rule to follow whenever you operate the ramp manually: When using the manual ramp control, be sure to rotate the knob only in a clockwise direction. This will ensure that the indicated position will remain in sequence with the internal valves. Finally I believe that with a system having a package of valves and a package of one way check valves a combined with restrictor valves and relief valves we should follow blindly what the old guys said.(6N-clockwise)
  17. What about Auto De-icing Reset Relay (k50k) on cargo comp.
  18. tenten


    Congratulations, to the master of security/ignorance, anyhow hope you the best for 4825. “ten tenâ€
  19. tenten


    Yes, Tref, it is Abu-Dhabi, I was hoping to response early, a friend of mine was heading to Sana yesterday, (to late now), anyhow call me and we will find some way to send the copy, just to confirm the copy I am having is FM 382-FCF (formerly FM 382-6CF).
  20. tenten


    TREF, HOW ABOUT A COPY 1996. CALL ON 00971506135675 IF STILL ON NEED.
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