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

pjvr99

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Everything posted by pjvr99

  1. No torching, not even at take off. It means you're about to lose a turbine. Causes could be coked fuel nozzles, damaged combustion cans, damaged IGV's Borescope is always a good place to start .......
  2. http://www.patricksaviation.com/videos/cpasley/5495/ Picked up this link on another forum . . . .
  3. Can you use the new domain name as an alternate, while retaining the current site name?
  4. It's working!!!!!!!!!!! You're the MAN, Casey
  5. My desktops and netbook are Windoze 7 driven, and using Microsoft Security Essentials - no problems reported or seen on them. Browsers in use are MS Explorer and FireFox
  6. Thanx Casey. I've tried every trick I know. It seems only the mobile devices are affected. I hope you have better luck solving this problem NATOPS it is my HTC Win mobile phones, and my Samsung Galaxy's that are affected Have a great day, guys PJ
  7. Hi Casey About 2 weeks ago, all my mobile devices (windows mobile and Android) started being rerouted to a russian site when I try to log in. I have reformatted and cleared caches to no avail. Do you know of this problem from other users, or know of a way to get rid of this problem? Thanx PJ
  8. Have you tried "shooting" TIT signal to the cockpit from the firewall using the TD Tester?
  9. We have 2 types of oil coolers in operation: the older type has the full oval frontal area cooling; and a newer type where the face is square. Older type cools very well, but has a tendency to high back pressure Newer type doesn't cool very well, but has great back pressure My biggest problem is trying to decide which is the greatest evil: oil dumping in flight, or high oil temp during ground operation ...........
  10. We have 2 types of oil coolers in operation: the older type has the full oval frontal area cooling; and a newer type where the face is square. Older type cools very well, but has a tendency to high back pressure Newer type doesn't cool very well, but has great back pressure My biggest problem is trying to decide which is the greatest evil: oil dumping in flight, or high oil temp during ground operation ...........
  11. http://www.aerojetwash.com/ Seems like a pretty good setup. When I contacted them about other configurations, they had no problem.
  12. Good old HF radios - I'd forgotten about these. Yes, 120 watts AM, and 400watts on sidebands. I remember them causing some strife for me many years ago ......
  13. Bob I've had a few instances where the TD valve was being driven to a PUT or TAKE position, even with the TD switch in NULL. The solid state amps have been the sinners in these cases.
  14. A long time ago I had something similar. The only thing I found out of the ordinary, was the t/m housing was filled with oil. The t/m was replaced and the problem went away. More recently, a break in the insulation between the reference coil wires in the QEC kit also gave a fluctuation
  15. T/m indicator power supply problem would be my first guess.
  16. Hi Bob Are these occurences while on deployment or at home? What are NULL and AUTO take-off TIT on affected engines? Solid state TD amps - have you tried starts with TD valve cannon plugs disconnected? PJ
  17. I agree with doing it 'by the book', but also remember my apprentice days where we were taught to do this. Seem to remember a servicing sticker on the strut of a light fighter actually requiring you to tap the strut to free up air bubbles ............
  18. I agree with Steve 1300. Shoot TIT to guage from the T-block (if you can), verify indication system is working properly. Then take a look at the coordinator.
  19. Agree, sounds like a bad relay box . . . . .
  20. starter control valve not opening fully, bleed air shut off valve not opening fully, starter turbine damaged, compressor worn out/FOD'ed, cracked bleed air duct, blown bleed duct gasket, speed sensitive valve porting air to bleed valves below 94%, TD amp driving TD valve to PUT condition
  21. Picked up this story yesterday on News24.com ..... Wellington - A New Zealand aircraft engineer died after he was sucked into an aircraft engine while carrying out maintenance work, it was reported on Monday. Air New Zealand subsidiary Safe Air said the 51-year-old man died during a routine maintenance operation on Monday morning at its base in the South Island town of Blenheim. Safe Air did not detail how the man died but Fairfax Media said sources had informed it he was sucked into the engine of a C-130 Hercules that had been removed from the aircraft and installed in the airline's
  22. As long as the TIT corrects to 800-840 at light-out, there is no problem: it merely indicates the FCU to be rich or lean at that point. A good run with several NULL starts and a rich/lean check will tell you whether there is a problem or not with the FCU fuel scheduling. Performance is not affected by a high or low before-light-out TIT. If the corrected TIT is only 780, it is probably indicating a broken or misrigged coordinator (a good place to start when dealing with TD problems)
  23. TIT decrease = torq decrease TIT increase = torq increase What is your real question? As long as x-over TIT is 800° - 840°, no problem
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