pjvr99

Thanx Casey

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

DAMN!! That's something to think about

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

Not sure which cannon plug is referred to, but if on the prop, you lose pressure cutout and pulse generator, too

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

Yes you can.

Don't know anything about a new algorithm, but I surely could use the old one - the actual formula, that is .....

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 less than 45psi would mean starting off the APU/GTC or placing the engine(s) in LSGI. My guess would be that the mechanicals of the valve are worn out - time for a replacement. As a further thought on this subject, I would be on the look-out for slow-closing/valve staying open after starter release .....

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 scoop valve, and pushed the starter button - rotation! Result was no rotation with 40psi, but 35psi was no problem. Don't know of any T.O. or checklist references, though.....

Thank you sir. As an aside to this discussion, one of our birds had a similar fault recently. Problem was in the relay box

Hey guys does anyone know of commercial company operating Herks in Oman? Thanx PJ

Yip, you have a generator/bus fault. TIT indication is powered by 115v 400Hz - look for the problem there

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

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 .......

Agreed.

http://www.patricksaviation.com/videos/cpasley/5495/ Picked up this link on another forum . . . .

OK, that would work

Can you use the new domain name as an alternate, while retaining the current site name?

It's working!!!!!!!!!!! You're the MAN, Casey

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

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

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

Have you tried "shooting" TIT signal to the cockpit from the firewall using the TD Tester?

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 ...........