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


Everything posted by pjvr99

  1. Company ordered all 55 and older to stay home for 2 weeks + several others that had been to high risk countries before the government suspended all international flights to and from Saudi Arabia. So far, not too bored ...
  2. installation effect always 100%
  3. We frequently exceed duty cycle during comp wash without losing starters. I do not believe shorter motoring time will have any effect as the highest load will occur at the start of rotation. Yes, 2J-T56-101CL-1 requires dry-out run within 4 hours. If not, the rinse procedure must be redone.
  4. TO's tell us 1 minute ON, 1 minute OFF, 1 minute ON, 5 minutes OFF, 1 minute ON, 30 minutes OFF ...... Having said that, a starter can fail at any time. I have had the starter shaft shear on 1st attempt, it has also sheared at 40% during normal starting. During compressor wash, the load on the starter is more than doubled so it has a much greater chance of failing. I don,t think there is much to be done in terms of extending life beyond what we already do ..... We follow a slightly modified procedure to what is stated in 2J-T56-101CL-1: Allow detergent mix to enter engine until it is flowing from intake, then motor engine for 1 minute, allow minimum 5 minutes soak time (or move on to next engine). Open the rinse water and wait for clean water to flow from the intake, motor engine for 1 minute, wait 1 minute or move on to next engine. Keep doing this until clean water is coming out of turbine. During the last motoring, stop the water at +-30 seconds but keep motoring until 1 minute to vent excess fluids. Complete dry-out run withing 4 hours
  5. This is for -7 engine This is for -15 engine
  6. https://www.theage.com.au/national/nsw/air-tanker-fighting-bushfires-reportedly-crashes-in-snowy-mountains-20200123-p53u3r.html?fbclid=IwAR3FAe-8hAy_pryivcTGMSgPMvGAdkNZ9sASunZ-_I3EnIEpbzPzFsombX0
  7. Dont forget about the 6 L100-30s and the 4 L382C/C130 of the Saudi Airforce.
  8. C130, tail number 403, has crashed at Goma, DRC. All on board ok. Still waiting for more info
  9. Engine will be cold at 1st start making harder for starter to turn engine. Also FCU will be cold making CIT and CIP bellows respond differently. 2nd and 3rd start components, gearbox etc. will still be warm and make spin-up easier. Adjusting TD amp will make little difference as it is only limiting the maximum fuel flow during startup. I see this regularly on both A15 and D22A engines. As long as start TIT is between 750 and 830 (780 to 810 desired) and start time is between 39 and 61 seconds (GTC/APU start), there is nothing to be concerned about.
  10. Merry Christmas, may it be safe and blessed
  11. pjvr99

    C130H TILT

    Had it translated, Peter, I think he mixed up with different things: translation: the plane leand left, engines are at 19600lbs, brake applied... 3 services shock absorbers serviced, brake lock pressure ok... Dissymetrie fuel checked with manual and ok.. Do you have a solution or experience? As I understand it: during runup with engines at 19600"lb, aircraft was left wing low. Fuel quantity balance was manually/dipstick checked ok. struts were serviced/checked 3 times. brake pressures ok.
  12. C2 inspection would be my best guess. Its all in card C37
  13. yes, thats it. if your rpm flux is only +-0.5 you appear to be within limits. however, if the crew is uncomfortable you will have to do something. out of curiousity, did you do a fuel governing and pitchlock check?
  14. if by weather you mean cloud or rain, changes in air density going into compressor will be detected by fcu cip & cit probes. as the throttle is already pulled back, a weak valve housing may not be able to hold the rpm steady. 1c-130h-2-71jg-00-1 gives rpm 1.5% total travel with throttle below flight idle, and 1.0% with throttle above x-over and more than 8000"lb torque. valve housing change is the quicker fix, but you may end up changing fcu. as an after-thought, check the time on dome quad-seals.
  15. Saw this article yesterday ..... https://www.defensenews.com/air/2019/08/08/air-force-pauses-flight-ops-for-more-than-a-hundred-c-130s-after-atypical-cracking-found/
  16. ah i missed the empenage bit. there should be no way for that to happen, unless you have a problem with bleed air regulators. What happens when you turn on a/i with only the affected engine bleed air open?
  17. This can be easily verified by disconnecting the CIP line to the FCU. Do engine run. If power still increases with a/i on. Remove and inspect/replace the cone shaped air inlet fitting in the strut at 3oclock position (looking into engine intake). You're getting anti-icing air into your CIP line making FCU add fuel.
  18. OK, so disconnect the LCV cannon plug and start APU. Once APU is on-speed (Load light on), open the bleed air and check for 24 to 28 VDC. Chase the problem back from there
  19. "not supply air" - do you mean load control valve is not opening, or load control valve is not holding load?
  • Create New...