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


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pjvr99 last won the day on August 1 2020

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About pjvr99

  • Birthday January 12


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  • 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. Dont know about Gander ...... The SAAF back in the 80's did one in about 4hrs including the engine run.
  2. at sea level, a 0/low time compressor will make 80 to 85psi at normal ground idle. This increases as throttle is advanced towards take off an TIT increases. The highest I have ever seen was 130psi. This was a 0 time engine where the CDP fell in "high" zone of the compressor graph. Compressor performance is based on OAT and pressure altitude.
  3. You will need to do a complete overtorque inspection of the QEC kit and truss mounts, and also complete overtemp inspection and borescope the turbine, IGV and combustion liners before attempting to start that engine again
  4. 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.
  5. Excel file I made some time ago, performance accurate to about 0.2% most of the time. Perf PPC v2.1.xlsx
  6. bad valve housing, or internal leak from dome seals, pitchlock regulator, or prop retaining nut seals
  7. 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 .....
  8. no requirement for throttles to line up below cross-over: ONLY above
  9. 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
  10. 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
  11. Yes, because it is flooding through the delivery nozzles and tubes as though the engine were running
  12. Main oil pump: pressure regulator poppet valve has cracked
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