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


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Everything posted by pjvr99

  1. doesn't matter. if there is an air leak it will be blown off, same with fluid leaks, it will stain. i just use the developer powder spray in the suspect area
  2. if you have dye penetrant crack detection kit available, spray suspect area with developer and do a short run - also works great for oil and fuel leaks
  3. TD valves get stuck in TAKE position I get a lot of those
  4. pjvr99


    hey guys need some help here. looking for a copy of CSL1583, please Tnx PJ
  5. Never heard of it but well with in the realms of possibility.
  6. This is starting to look like a pitchlock problem. Try feathering the prop, place throttle to flight idle and unfeather/airstart, see what the blade angle is. Alternately during next run, if the engine flames out, place condition to STOP, do not FEATHER or use emergency handle, and do not move the throttle from the position the flameout occurred. Once engine has stopped, take a look at the blade angle
  7. As a side-note, I have a direct-reading gauge hooked up to the bleed valves during all runs on the cell. I had an engine surging intermittently, mostly during throttle back, but all throttle settings, and sometimes even at stabilized throttle setting. Eventually, during man-on-stand, I heard a puffing sound, and put my hand in front of the speed valve. Installing the gauge showed a momentary drop of up to 30psi, thereby opening the bleed valves. Since then I have found that a difference of more than 10 -15psi between CDP and speed valve pressure is enough to momentarily pop the 10th
  8. I suspect the engine 'popping' noise is a result of flooding of the compressor during the initial attempt to release the prop brake. If the forward drain plug was not removed from the RGB, the oil would be forced down the T/M shaft into the power section. This would account for oil from the bleed valves and drain mast, and masses of smoke from the tail pipe. As the bleed valve system gets air from the diffuser, we may assume that some of the oil in the compressor got into the speed valve, and is sticking part-open or made sensitive to throttle-back movement, and bleed valves are po
  9. pjvr99

    TD sytem

    I wish it was. Still trying to isolate the problem, but seems to be in the cell somehow, not in the engine
  10. pjvr99


    ..... Bump. .... ...anyone??? .....
  11. pjvr99


    Part number and/or NSN for 501-D22A QEC kit Also in the market for 3 D22A QEC kits Thanx PJ
  12. pjvr99

    TD sytem

    Natops, the torque drops off also. When the system is operating as advertized, the change in TIT seldom exceeds 10°C, and fuel flow 50pph. Tenten, this is the part that kills me - this is the ONLY check that fails. Everything else is right on the money. The checks in the cell are the same as for the aircraft. TB400, I checked the wiring, continuity and voltage, all the way back to the engine control panel. We have an AM37-T21D
  13. During TD system check, moving the TD switch from AUTO to LOCKED, the fuel flow and TIT are supposed to remain unchanged. However after three to five seconds, the TIT drops about 20°C and fuel flow 50 - 100pph. Three TD amps, 4 TD valves, 3 relay boxes, and a J3 lead have resulted in no discernable improvement. Coordinator has been checked, and electrical system has been checked all the way back to the TD switch. The engine is on the test cell. Any thoughts on where I can look for a solution? Thanx PJ
  14. Not sure which cannon plug is referred to, but if on the prop, you lose pressure cutout and pulse generator, too
  15. Hey guys I'm running a fine line here, so just ignore me if I am breaking ITAR rules and regs. I need to know whether there are any differences in the engine stands (QEC, engine roll-over, RGB, turbine, etc) between the T56 and the AE2100D3. Also looking for any info on Test Cells (i.e. can my AM37- T21D take the AE2100?) Any info at all will be greatly appreciated Thanx PJ
  16. Don't know anything about a new algorithm, but I surely could use the old one - the actual formula, that is .....
  17. I've heard of this happening a few times, but as I don't get to the line very often, I don't have hands-on experience there - just the one time described in the cell. Maybe the valve bushings get corroded or worn out, and gets pushed out of position with the higher pressure. Maybe the solenoid is weak and can't release against the higher pressure. GTC aircraft don't (normally) have the modulating engine bleed-air valves, either open or closed, while the APU birds have the ON/OVERRIDE type valves which regulate 45 and 75psi. Engines at NGI generally put out 78 to 85 psi, so to go les
  18. Natops, are you ok? This must be your most disjointed posting ever:-) However, it seems the question refers to starting with an engine at normal ground idle. It is possible that high air pressure upstream of the valve could jam the solenoid. Several years ago I had an engine that was very slow to start. After a few minutes, we realized the scoop anti- icing valve was open. We replaced the scoop valve only to have no rotation when the starter was pressed. Several rapid pushes of the button got the engine turning, but another attempt failed. On a whim my colleague opened the scoo
  19. Thank you sir. As an aside to this discussion, one of our birds had a similar fault recently. Problem was in the relay box
  20. Hey guys does anyone know of commercial company operating Herks in Oman? Thanx PJ
  21. Yip, you have a generator/bus fault. TIT indication is powered by 115v 400Hz - look for the problem there
  22. Fluctuation (oscillation) should not be a problem, unless it is occurring outside of the 69 - 75C range. If the crew is stressing about it, replace the thermostat. If this does not clear the problem, take a look at the flap actuator position transmitter. Wiring on an old QEC kit could also have you tearing your hair out
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