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


  • Content Count

  • Joined

  • Last visited

  • Days Won


pjvr99 last won the day on August 1

pjvr99 had the most liked content!

Community Reputation

35 Excellent

1 Follower

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

Recent Profile Visitors

2,564 profile views
  1. Cool. Ok start is perfect. LSGI looks like like a low time, very strong engine, but thats where things get hazy. NGI should be 580 to 600. After lights out TIT should be 740 to 780. It does look look like the FCU may have shifted rich, but you may also have a TD system cutting back too much fuel. Before messing with FCU, remove and inspect all thermocouples - replace as required. Make sure engine rigging is spot-on. Carry out yellow box check. CIT bellows can be adjusted on flight line (if lead seal is still present on FCU) - 1 flat decrease (clockwise) is +- 25°C. This will affect the fuel flow across the entire schedule, so it may be necessary to reset NULL orifice.
  2. Excel file I made some time ago, performance accurate to about 0.2% most of the time. Perf PPC v2.1.xlsx
  3. bad valve housing, or internal leak from dome seals, pitchlock regulator, or prop retaining nut seals
  4. Also need LSGI and NGI TIT please
  5. what is NULL start TIT? what is TIT before correction light out? what is rich/lean? where is NULL orifice set? I need exact numbers .....
  6. no requirement for throttles to line up below cross-over: ONLY above
  7. Static leak. 1st thing to do is remove RGB fwd mag plug and ADH bottom mag plug. Leave them open for 2hrs or so, then see which one is still dripping. If ADH, start by replacing P/S filter. After that replace main oil pump. Lockheed Service News V18 N3 gives an excellent description of the problem and trouble shooting
  8. ye i dont think system is de-activated. even though we dont have it on our birds, many QEC kits have the wiring and c/plug. It's a standard check for us in test cell if a new engine will not rotate when starter button is pressed to then turn on nacelle pre-heat. If it then rotates, we know the shop got the starter and pre-heat c/plugs swapped around
  9. Yes, because it is flooding through the delivery nozzles and tubes as though the engine were running
  10. Main oil pump: pressure regulator poppet valve has cracked
  11. not sure why mech is ok, but it sounds like internal leak, maybe dome seals, pitchlock regulator seals, prop retaining nut seals.
  12. Anyone know where I can get a copy of overhaul/repair manual for fuel flow transmitter PNo: 8TJ64GBW2 Thanx PJ
  13. Question for the test cell guys: when checking light house breather pressure, did you ever get negative (below 0"Hg) readings? T56-56 says should be 0 to 11"Hg .....
  • Create New...