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C-130 Hercules News
Posts posted by pjvr99
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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
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DAMN!! That's something to think about
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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
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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
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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
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Yes you can.
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Don't know anything about a new algorithm, but I surely could use the
old one - the actual formula, that is .....
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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 .....
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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.....
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Thank you sir. As an aside to this discussion, one of our birds had a similar fault recently. Problem
was in the relay box
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Hey guys
does anyone know of commercial company operating Herks in Oman?
Thanx
PJ
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Yip, you have a generator/bus fault. TIT indication is powered
by 115v 400Hz - look for the problem there
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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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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 .......
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This is not an issue (write up) unless the flap goes full open or almost full open when oil is (warmer) and full closed or almost full closed when the oil is (cooler)... It should only move a little at a time...
Agreed.
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OK, that would work
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Can you use the new domain name as an alternate, while retaining
the current site name?
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It's working!!!!!!!!!!!
You're the MAN, Casey
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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
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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
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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
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Have you tried "shooting" TIT signal to the cockpit from the firewall
using the TD Tester?
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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 ...........
Site Outage
in Site News and Announcements
Posted
Thanx Casey