pjvr99

!!BUMP!! anyone ...??

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. Tnx PJ

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

Ah .... insufficient data. Engine performance. My min torq formula works accurately enough, but performance tends out more than 5% at the extreme ends of the pressure and OAT ranges

Anyone out there got the mathematical formula used for the performance calculation?

I've changed 1 or 2 of these ...... in a former life ...... in another universe. Shouldn't be a problem if you have a replacement in supply

Not really: last Monday (21 June) we hit 128°F, and basically maintained that through Thursday. Even then, on-speed was making 65 secs

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

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

Thanx NC97, I'll relay this info.

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) Thanx PJ

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)

Throttle anticipation. Sounds like valve housing is cr@pping 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

Did a full run this morning - total success!! Valve housing is the culprit. There's been a few others recently doing the same thing, so now we need to isolate the source of the problem

For info, the problem is definitely NOT on the engine. We ran it with another prop without any hassles. The problem prop received a valve housing removed from a tear-down, and quite happily made the seal break-in run for another engine this morning. Tomorrow we'll do a full run.

Ignore this thread, it somehow got duplicated. The real thread is here http://herkybirds.com/forums/showthread.php?t=1985 For info, the problem is definitely NOT on the engine. We ran it with another prop without any hassles. The problem prop received a valve housing removed from a tear-down, and quite happily made the seal break-in run for another engine this morning

Scavenge filter OUTLET pressure should not exceed 30psi with a UAP fuel heater, and 36psi with a Benson fuel heater. Oil pressure differentials Scav filter 8psi FHS (UAP) 12psi Cooler 10psi TOTAL 30psi Scav filter 8psi FHS (Benson) 18psi Cooler 10psi TOTAL 36psi See TO 2J-T56-56 SWP 060 02 for more info

Didn't do anything to the engine - only removed prop assembly, and fitted a known good one

AFAIK they're still at Al-Kharj

For prop read complete assembly. The prop guys replaced the valve housing in shop, and installed the assembly on another engine. We will try it on Saturday

Could not get to flight idle - almost any throttle movement in that direction caused even more blade angle, and reduced rpm

Good stuff.

NO!!! We still don't know what's wrong with the prop. So the search, trial and error continues until we do know

Ground idle below 65°, thus temp limiting. Fuel flow 700 - 800pph. Test cell uses electric servo to run throttle, but rigging on engine was spot on. Ground run was perfect after prop was changed. I'll take a coffee too - 1 sugar and milk, thanx

Goats got wind of this, and headed for the hills ....... :-)