pjvr99

Well that was easy .... glad to assist :-)

Several years ago, the computer system on my cell crashed completely. As an interim

measure I installed regular aircraft guages and direct reading guages untill we received

the new system. I made the installation dual, so even if the computer fails during a run,

all indication continues uninterrupted. You may want to do similar on your cell

In over 500 engines on test cell, I have only ever seen 1 engine in high zone. My calculator shows

you should have a normal zone of 95.1 to 102.6. You need to check your test cell guages and transducers,

as a start, and also check your thermocouples for correct TIT output. As a rule-of-thumb check, 75degrees

on coordinator is very close to 900TIT for a T56/501 engine

To check thermocouples, you need to find a way to switch over the IND/AMP wires at the T-block. I have

a relay that I switch during the run (for safety reasons, I do this with TD switch in NULL) - a change of

more than 6degrees C indicates a problem with TIT indication system

More simply put, you don't control the engines. You make a suggestion, and

if the FADEC agrees, it will respond accordingly

I like the idea of a scoop valve problem. I had one some time ago that would open as the CDP passed 105psi. The odd fuel

flow also supports a loss of air theory

Another possibility is one that has come up more often recently, where the TD valve is stuck in "TAKE" condition -

yellow-box checks good, but has a hard time making take-off power/TIT.

Cross-over 'cutback' is something that has been taken out of context. Basically, if the FCU is slightly rich at this part of the

schedule, fuel and TIT will be trimmed back when the system goes from normal-limiting to normal controlling. Bare in mind

normal limiting is the same as null, except you have overtemp protection. For the same price a lean FCU can have a fuel/TIT

spike as you go from limiting to controlling. Bottom line: only requirement at crossover is TIT must stabilize between 800°C

and 840°C.

so with your mil-spec b5 stand jacked up to to work top/prop panel area you discover you need

another tool ....... I guess you need to lower the stand completely, then go down on hands and

knees, leaning over the edge of the stand to reach your colleague (who has in the mean-time

decided to grace you with his presence)handing the tool to you ......... guess it will save a life or

limb somewhere ........... :-)

p.s.: don't overbalance ......

p.p.s.: how the hell are you going to get that

generator up there to change it ...??

Sounds like TD valve stuck in put, or TD amp driving to put condition

I think they have been scrapped, although they were given tail

numbers - basically just cann-birds

406 wing planks were damaged during upgrade/mod and deemed BER

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It should stop around the F/I position, so i'd guess something in governor is not working as advertised, or NTS is somehow being actuated

Nothing wrong with it as far as I can see, its just running right at the bottom of its limit. Only thing i would be concerned about is what is going to happen when you come back from power to low pitch stop, as you normally lose 1 - 1.5% rpm

Does anyone have the actual "e=mc2" type formula for performance calculation ............

We use the HP48GX calculator. Itcalculates almost identical values as the old slipsticks, and we

also have a DOS pc version calculator which comes up with same results as HP. I have a copy of the

excel spreadsheet, but dont use it as the results vary too much from the other 3 methods.

Even my own attempts at making a spreadsheet calculator are more accurate (but not enough to

use it as anything more than a reference)

Guys, I need some assistance. Can the same test cell be used for T56/501 engines, as well as AE2100? My e-mail

address [email protected]

Any assistance in this will be greatly appreciated.

Thanx

PJ

dye penetrant can only be used on rigid pipelines to check for cracks right? can it be applied where connecting pipelines and worn gaskets are?

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

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

TD valves get stuck in TAKE position

I get a lot of those

hey guys

need some help here. looking for a copy of CSL1583, please

Tnx

PJ

Never heard of it but well with in the realms of possibility.

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

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 10the stage valves during

some throttle movements

Lquest has asked a good question on the rich/lean, and the cross-over correction

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 popping open

PJ, maybe to late, but maybe your engine anti icing system is operative.....

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

..... Bump. ....

...anyone??? .....

Part number and/or NSN for 501-D22A QEC kit

Also in the market for 3 D22A QEC kits

Thanx

PJ