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pjvr99

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Posts posted by pjvr99

    bleedair leak test

    in C-130 Technical

    Posted

    A shredded rag attached to safety wire for checking bleed air leaks in the nacelle always worked for me...

    True, also spraying the suspect area(s) with NDI penetrant developer will

    give you a good idea without the risk of a man-on-stand check

    Low TIT, High Torque, High Fuel Flow

    in C-130 Technical

    Posted

    I was around then a know the said ACFT and crew well. Chief Vail was a family friend . Summit 38 was a tragic loss. If anybody WIKI's the Summit 838 accident there are a few inaccurate pieces in that write up. Not fun being at the wrong end of a accident investigation board. Anybody that would like to know more just ask.

    Can't seem to find it, so I'm asking ...... Maybe start a separate thread ......

    TD AMP / TD VALVE ?

    in C-130 Technical

    Posted

    If it hot starts only in Auto, you most definitely have a wiring, or TD Amp problem;

    Wrong!! A messed up TD valve has done this to me before. Cost going back over 5 TD amps to verify they were

    actually good. For the same price, sticky FCU bellows can have you chasing you tail

    Someone here said the 130 will make a liar out of you; it's true.

    It just did! If your 5th & 10th bleed valves are closed, you should hit 810° at about 35% rpm in AUTO, at which point

    the engine will bog down if the TD system is strong. Alternately, if you are in NULL, you'll be passing 900°C before you

    could get the condition lever to STOP or FEATHER.

    Don't be fooled by the obvious - double check EVERYTHING, look at (and see) what your gauges are telling you

    Engine Fumes

    in C-130 Technical

    Posted

    Trev,

    If the nozzle is coked or damaged in some way, the fuel blows back through the nozzle. It is a shroud that

    allows air to mix with the fuel before injecting into the combustion can. This 'blowback' occurs in the diffuser,

    and therefore easily taken into the 14th stage bleed ducts

    Invert aircraft - error will go away :rofl:

    Prop wont restart in flight on FCF

    in C-130 Technical

    Posted

    As brothers mentioned that a “Compressor Tight Engine” is one possible cause of the defect. (engine failed to rotate during air start).

    The question for brothers having experience on “Tight Engines” is; such engine; dose it show some indications during ground check?

    Such as:

    1- Repeated failure to rotate during start, when still hot.

    2- Repeated starter failure.

    3- Above 100% efficiency.

    6- Visual evidence of “Rubbing” on the compressor blades tips (fifth & tenth stages compressor check).

    7- Rubbing noise during “hand rotation” when engine still hot; etc…

    For the sake of knowledge, comments will be appreciated.

    1010

    Over the years had a number of high performers up to 113%, but none of the problems you

    mentioned. We simply followed the seal break-in procedure in TO 2J-T56-56 SWP 058 03 Sect 13

    TD AMP / TD VALVE ?

    in C-130 Technical

    Posted

    I have recently had a rash of extremely high AUTO starts, AUTO T/O TIT, and fails NORMAL LIMITING check. All

    are using solid state amplifiers. TD amp is driving the valve to PUT condition. I have also had an instance where

    the Y-box leadset was damaged. Y-box shows everything on the numbers, but on startup AUTO TIT is 830°C,

    take off will happily go past 1083° with the throttle still well short of the stop. NORMAL LIMITING check just

    overtemps with no TIT cut-back. RICH/LEAN check shows a 50 - 60°C lean

    Before I figured out what the problem was, I recalibrated the cells indication system, installed my thermocouple

    swap-over relay, and generally spent a lot of time chasing my tail. Also slaved in various relay boxes, J3 leads,

    on one occasion a coordinator, and another occasion a TD VALVE, and even thermocouples, t/c harnesses, T-blocks,

    and y-lead.

    Compressor wash carts

    in C-130 Technical

    Posted

    Thanx htf, but no good. As per FEDLOG

    Code: V

    Description: TERMINAL ITEM. IDENTIFIES ITEMS IN STOCK, BUT FUTURE PROCUREMENT IS NOT AUTHORIZED. REQUISITIONS MAY CONTINUE TO BE SUBMITTED UNTIL STOCKS ARE EXHAUSTED. PREFERRED ITEM NATIONAL STOCK NUMBER IS NORMALLY PROVIDED BY APPLICATION OF THE PHRASE: WHEN EXHAUSTED USE (NSN). REQUISITIONS WILL BE SUBMITTED IN ACCORDANCE WITH IMM/SERVICE REQUISITIONING PROCEDURES AS APPLICABLE.

    Engine indicators wind down, Flight instruments OFF flags in view. All happened!

    in C-130 Technical

    Posted

    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!!

    Torque Cal on EIDS System

    in C-130 Technical

    Posted

    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 cr@pped 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

    Which one should I go for...???

    in C-130 Technical

    Posted

    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

    GTC UNDER LOAD PROBLEM

    in C-130 Technical

    Posted

    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 .....

    Engine or electrical

    in C-130 General

    Posted

    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?

    Engine or electrical

    in C-130 General

    Posted

    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 :-(

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