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pjvr99 last won the day on October 13

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About pjvr99

  • Birthday January 12


  • First Name
  • Last Name
    van Rensburg
  • core_pfield_13
    Reading, Computers


  • core_pfield_11
    Did national service in SWATF, joined SA Air Force, Worked at SASOL II in Secunda, managed hardware store, managed a farm, went back to Airforce, was aviation contractor, worked at electronics firm, had own business for a while, and am now contracting for a company for the Saudi Air Force
  • core_pfield_12
    Jeddah, KSA
  • Occupation
    Currently shop chief T56 engine test cell for Saudi Air Force, Jeddah

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  1. FTR I was taught the following, no matter which engine is being started: at 60% the call out is "60% - release" to release starter button then either "Series" or "start light out" whichever order to confirm that speed switch has disconnected ignition relay and put the fuel pumps to series, and that the starter valve has closed. Starter light still on at LSGI would require some really quick troubleshooting and engine shutdown if it is determined start valve is stuck open ...
  2. if there is no RPM increase at all, the signal from the Fuel governing switch is not getting to the valve housing. That is where you need to start looking .....
  3. Never tow with scissors connected (beaten into us as apprentices). There is no requirement in towing job guide. However, there are several cautions and warnings to deplete system pressures, and ensure ground checkout valve is in normal (up) position before towing ....
  4. Quite normal. The starter is released at a nominal 60% rpm and the speed switch releases the parra valve at a nominal 65% rpm. Factors affecting these lights are: actual engine acceleration rate, actual rpm starter is released at, closing rate of starter valve, sensitivity of starter sensing switch, condition of starter sensing lines, actual rpm speed switch releases parra valve, response time of parra valve, efficiency of fuel pumps and, response/efficiency of bypass valve in resetting. Only requirement for sec fuel light is to come on before 65% and be off once engine has stabilized at LSGI, and not come on again at any speed or power setting.
  5. First one sounds like a bad fuel cluster, also pull the combustion liner and check for coking. Second could be a number of things: fuel cluster, speed switch, oil pressure sequencing switch, broken wire, dry solder joint on a cannon plug, bad 110% solenoid ..... be fun to debug it on test stand.
  6. On my test cell engine has to be complete, meaning transfer bar installed and set up. However, because throttle and condition is electric servos we only rig from coordinator to engine. Final rig when installing on the wing normally requires some adjustment of the gimbal cables. Always make sure throttle rig is good on 0°, 34° & 90° (rev, fi & to) before attempting condition/feather rig
  7. Feather doesnt have a stop in coordinator. Feather stop is the transfer bar frame ..... If you're rigging on the wing, try pulling out the gimbal and rigging the engine, then reconnect and match using the gimbal cables
  8. Ok, we hooked up the starter air duct and starter sensing line to the scav filter in and outlet transducers. We use an AM32A-60A power unit to start the engine. In the first vid, we just motor the engine over to maximum rpm. In the second, it is a full start to lowspeed ground idle ..... I dont really see how a sensing line pressure equal to the delivery pressure is possible. I suspect the 36.5 to 42 psi may be from using engine pressure of 70 to 80psi, with the starter valve modulating the pressure to 36 to 42psi .... In other words, the SP213 card may be wrong. Hope this helps ....
  9. Let me see if I can check this on the test cell ..... I can rig a direct gauge to check it
  10. I understand what you're saying, having read through the card. It just seems that youre trying to do individual component testing on parts that should be checked on a bench. The only places i know of that uses "hg is the cabin pressure differential, engine lighthouse area and the apu bleed air regulator. All other pressures are psi. For conversion 14.69psi = 29.91"hg
  11. If you're having very specific starting problems, this may be a way to troubleshoot. As long as APU holds pressure above 32psi and start time is between 39 and 61 seconds, there is no reason to do this procedure .....
  12. With cc pack on bleed air pressure should be around 35ps (32psi minimum), both packs should max out egt and pressure as low as 10psi, and unloaded should be above 38psi. Check air pressure regulator for 18.5 to 19.5psi Assuming load control valve and thermostat have been replaced, you are probably looking at erroded compressor, and therefore apu change
  13. Only the tip and deicing boot is painted, rest is bare metal
  14. Dont know about Gander ...... The SAAF back in the 80's did one in about 4hrs including the engine run.
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