pjvr99

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 ...........

http://www.aerojetwash.com/ Seems like a pretty good setup. When I contacted them about other configurations, they had no problem.

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 ......

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.

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

T/m indicator power supply problem would be my first guess.

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

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 ............

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.

Agree, sounds like a bad relay box . . . . .

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

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 testing bay. The man had apparently walked into the testing bay while the engine was running, Fairfax reported. Safe said police and labour department officials were investigating the death. It said Air New Zealand chief executive Rob Fyfe was travelling to Blenheim to support the man's family and colleagues. Condolences to family and friends

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)

TIT decrease = torq decrease TIT increase = torq increase What is your real question? As long as x-over TIT is 800° - 840°, no problem

No pressure after pump change, sounds like accessory drive failure ............

My feeling is a screwy solid state thermostat - had a number of similar over the years . . . .

To get back to the origional problem, my feeling is a wiring problem. Maybe a dry joint in a cannon plug at a pressure break, firewall, in a lead. Having reread the original post, he does says at all power settings ...... torq should not be used as a comparative reference as a 98% engine wil have much less torq than a 108% engine, especially once throttle is above x-over. If the TD systems on symmetrical engines are good, TIT should be near identical with throttles above x-over lined up. Fuel flows on engines should be very close, but may differ for a number of reasons. RPM should be 99.75% to 100.25%

Not true: bleed valves will not affect TIT rise at LSGI and NGI, below X-over, or in NULL. The 24°C rise is created when scoop anti-icing and inlet anti-icing are functioning correctly. A lesser rise will indicate one or both a/icing side valves, and/or a/icing solenoid valve inop and/or scoop valve inop. Now: the only way to figure out what's happening is to do man-on-stand. Start engine, and at NGI, lightly touch fingers to side valve(s) and feel if they're hot: if so, valve(s) are open. If cool have cockpit open engine a/icing for a minute, and touch again. If still cool, valve(s) are closed. In either case the problem may lie with the side valves stuck open/closed, or with the solenoid valve which controls them being inop. A hand held over the scoop vent on the RHS of the inlet duct will tell you whether the scoop valve is functioning as required.

I have very similar results in the test cell, and on the odd run I sit in on the aircraft. The only setting where it is out of the range is at LSGI. I have a suspicion that its cause is the way the fuel flow transmitter works, and the accuracy of the gauge. I do not believe this to be a crisis, as my indication is consistant in all engines with similar performance at similar atmospheric conditions

A little new to these engines then? Okay, T-block is located on the upper left side of the combustion case - used to connect the two thermocouple harnesses together. Next, the Y-lead - takes the signal from the T-block through the fireseal, and then splits to connect to the TD amp, and back to the firewall for the indicator signal. T-block part no: 6840004 Y-lead part no: 6847718 By the way, what is an 'ECTM converter' .......?? Another question: are the throttles lined up above X-over?

What about T-block and Y-lead? I realize this is a long shot (and difficult), try swapping the indicator and amp wires around on the T-block - only allowed 6·C difference at same throttle position. Also try disconnecting at firewall, gauge, and T-block, then do resistance checks between the chromel-alumel wires and also to ground. In all cases there should NOT be any continuity . . . . Something else to try, use your TD tester to shoot TIT signal to cockpit Good luck, let us know what you find

Turbine blades missing .........

2J-T56-56 SWP 058 03 gives a table for starting times vs air temp. These times are commonly referred to as "on-speed", i.e. the time taken from starter button pressed, until RPM is stabilized at LSGI

Torq, rpm, TIT, fuel flow stabilized at 72% ............

Couple of things still have me puzzled: in the first post was stated problem occurred during descent. That would mean a pretty serious yaw when then miscreant engine suddenly increased power. The second thing that worries me is the 80% - bleed valves would have opened, and flameout would be the result This is really wacky .............