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pjvr99

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Posts posted by pjvr99

  1. 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

  2. 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

  3. Removing the light bulb will not make the master go out.

    Remove the light bulb and remove the diode (from the bad prop) that isolates/seperates the master from the other individual lights. This will extinguish the master so if you get a prop low oil condition the master will illuminate and the "other" individual light.

    If you remove the cannon plug you will disable the 86 degree switch....

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

  4. 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

  5. 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 .....

  6. Some say we reduce the manifold air pressure PSI to less than 45 to allow the engine bleed air regulator valve to "open" (thinks the manifold air pressure is less than 50 PSI)

    And some say it is so the starter control valve can open (against less pressure)...

    I make no claim to either. I know our book says if you get NO propeller rotation to reduce the air pressure to less than 45 PSI and try to restart...

    I know the manifold pressure will be less than "50 PSI" but I also know the starter control valve is subjected to "less" air pressure....

    Thoughts?

    References????

    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.....

  7. 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

  8. 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

  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 ...........

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