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


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Posts posted by pjvr99

  1. Thanx htf, but no good. As per FEDLOG

    Code: V


  2. Sounds like a bus power problem. Look for a dry joint on a cannon plug pin, or

    chafing in a 'P'-clamp ....... just spent 2 days chasing an RGB oil pressure flux

    problem. Gauge would start flickering at about 850°C TIT and get worse as the

    throttle was moved to T/O. Turned out to be one of the signal wires chafing

    against the QEC frame, as the QEC twists in anti-torque.

    Your problem sounds similar, increased 'G' in the turn, something flexing, who

    knows. Hope you find it easily!!

  3. DanMan,I have the same question as TB400 - is that a CELTECH cell? I run a T21D

    in Jeddah, KSA. The torque cal is done exactly the same as for the aircraft. A few

    years ago the computer [email protected] out, and I modified the cell with parallel analogue

    gauges. First thing I noticed when we got the computer running again, was a large

    difference in torque at high power settings. It took several weeks of tweaking the

    calibration files to get the 2 displays to read the same

  4. Not sure what oil from the FCU drain indicates as the fuel pump drain is also drained

    on that line.

    What you're indicating with the RPM is a valve housing governor failure. The prop

    starts governing at 55 - 60° on the coordinator. Alternately, the synchrophaser is

    also known to screw things up, even when master is not selected. Also a bad tach

    generator, or prop pulse generator could be the culprit

  5. First problem is starting an engine with ATM on - don't!! It's in the tech data ........

    As to the surging, this is caused by the ACCELERATION thermostat setting being

    the same or lower than the LOAD CONTROL thermostat setting. LOAD CONTROL is

    set at 649°C - 663°C, while ACCELERATION is 677°C - 688°C.

    Remember: simply installing new thermostats also won't fix the problem, as they

    are factory set at about 590°C. You need to get the GTC onto a test stand .....

  6. Just between you and me... and all the other Herkybird members...

    3 bad valve housings... NO WAY!!!

    one bad sync box I belive.....

    Throttle anticipation will start the blades moving in the right direction "Prior" to the change in engine speed brought on by throttle movement.

    Reduction in throttle equals a reduction in blade angle "too slow of a reaction" low RPM and gen out lights.

    Three BAD valve housings with the SAME issue....?????

    I'm with NATOPS1 on this. While new VH may temporarily 'fix' the problem, I think it going to haunt you. Another thought came up: when the generator out lights come on, do the lights remain on, or just momentary flicker? Do the generators remain on line?

  7. Sounds like a problem on the main and essential AC busses. Generator out light should only

    come on when the frequency falls below 380Hz (95%rpm). If the rpm actually fell that low

    during a throttle back from 1077° to 1010°, it would be my guess you'd more than likely have

    a flame out ....... in which case the generator out lights would be on :-(

  8. morning all

    I'm looking for certification info for this piece of equipment, i.e. any C130 operator, whether civilian

    or military that is using this particular item, or the TECHNOPACK I, or TECHNOPACK II. The

    manufacturer is Karl Storz.



  9. thank you my friend for your effort and help

    With load read 64PSI one of both air-conditioning operated

    My friend my country is Jordan

    Direct pressure gauge connected to bleed air manifold aircraft pressure of bleed air still the same

    we hook a hose up to the pressure test fittings on compressor diffusers the pressure still reads 70 psi

    Flight deck and behind the Nav's station for a broken bleed air line also checked for bleed air leak and broken line nothing found

    thank you

    Two things:-

    #1: Casey or other moderator, can you split this thread so the origional is separate from

    this new thread

    #2: Jordan is a relatively high country (I'm assuming Amman) so 70psi at normal ground

    idle would be acceptable, especially with summer heat. You need to do a compressor

    performance check at 900°C to verify the actual compressor condition.

    70psi is not a problem as long as the difference between engines/bleed shut off valves is

    not more than 3psi between highest and lowest

  10. Started all four engines at 102F individually off the GTC. See attachment for #'s. All the manifold drops were good (drop to 25 then sustained at 31), the bleed down was 13 seconds with a 37PSI GTC. Surprising enough, the other 3 engines all started much much faster. Looked at the start ducting on #3 and no leaks or blow outs. The starter control valve is brand new. The starter looks a little old as its a Bendix self lubricated QD. Thinking about swapping it with a Parker Hannifin.

    on-speed times seem a little long, especiallY #1. #3 peak TIT 780° ...... could increase

    NULL orifice 2 or 3 divisions - more fuel will cut the time. I started an engine several times

    at 108°F OAT today. On-speed was consistently 48 secs.

    On my previous post, I stand corrected - nothing wrong with GTC or thermostats

  11. As soon as we get the chance to run it again, I will definately check the manifold pressure. This time start each engine individually off the GTC and document the times as well.

    Also, the aircraft is a modified "E" model. So we have -15 motors and dont have the horsecollar regulating valves. So they are just open/close valves.

    Been watching this thread with some interest, it seems the problem IS the GTC. The

    load control thermostat should be set to 649 -663°C, and acceleration -stat 677 -688°C,

    iaw 2G-GTC85-41.

    That being so, new thermostats are factory set to about 590°C ..... well below the

    limits. Did any of the problem aircraft recently go through ISO, or have any GTC

    maintenance requiring a thermostat change? The answer may lie there

  12. Hey guys, I'm looking for the following items. Any assistance would be great .....

    1. T56-A15 C130

    Engine shipping and storage containers P/N PPE001 - 16 (10 EA)

    Shipping and storage containers short engine NSN 8145-00-887-1949 (10 EA) P/N 0-09650

    2. Receiver/ Transmitters need 10 EA Total

    582100 601 5131 P/N RT 1168 ARC 16 HV

    582101 137 630 P/N 707074-804

    582100 601 5197(S) P/N 705906-802

    582101 136 0208(M) P/N 707074-802

    3. Fairing Aircraft (Stress Panel) URGENT

    P/N 363145 - 1L (6EA)



  13. Doesn't sound too bad for 'hot 'n high' conditions. At 36 to 39 psi

    the GTC sounds really great - that's APU pressure!!

    Are your engine bleed air valves the "ON-OFF" or "OFF-ON-OVERRIDE" type. If

    the latter, it may be modulating a lower pressure than fully open.

    Also starter control valves like to mess around and not open fully, or modulate

    at lower pressure

    Try pulling the throttle back 1/2 a knob from ground idle and hit air start to change

    the blade angle before starting (reduces the resistance a little more)

  14. Throttle anticipation. Sounds like valve housing is [email protected] out. Simple

    enough ground check .....

    Symmetrical engines

    TD switches in auto

    Prop governing switches in normal

    Move throttles to 900°C TIT

    Place finger across throttles to mark position

    Retard throttles to 700°C

    Rapidly move throttles back to 900°C

    RPM should stabilize at 100% within 5 secs

    You said rpm was going to 104%, so basically the fuel control governor is

    coming into the game, too. I get one like that every couple of months

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