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C-130 Hercules News
Posts posted by pjvr99
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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
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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
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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
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Anyone out there got the mathematical formula used for the performance calculation?
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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
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108F crap thats hot!!!!
Not really: last Monday (21 June) we hit 128°F, and basically maintained
that through Thursday. Even then, on-speed was making 65 secs
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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
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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
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Thanx NC97, I'll relay this info.
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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
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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)
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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
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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
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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.
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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
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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
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Okay, this was the thing throwing me.
Was a good prop hung or a good FCU?
Didn't do anything to the engine - only removed prop assembly, and fitted a known
good one
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Off topic: What did the Saudi's do with the 6 E models they were trying to sell?
Thanks
Bob
AFAIK they're still at Al-Kharj
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So you changed the prop... Does that mean just the prop or the prop, valve housing and pump housing as an assembly?
Understand the engine is what you are checking and it works fine. ONE DOWN!!!
So the Prop is defined in this instance as just the propeller and dome?
Same valve housing?
Same pump housing?
Still very strange!!!
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
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OK! give us some feedback when you find out. Just for the heck of it, how was the torque at Flight idle and above?
Could not get to flight idle - almost any throttle movement in that direction caused even more blade angle, and reduced rpm
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So, we call it quit!!!.........
NO!!! We still don't know what's wrong with the prop. So the search, trial
and error continues until we do know
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Just to chew the fat, in Ground Idle, are we temp limiting or temp schedulling. How's the fuel flow compared to the other engines. How's the rigging from flight deck to QEC !! And how's the ground run !! Maybe I should go back to my coffee!!......................John Boy:)
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
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At this point I would say call Anton LaVey and sacrifice the goat
Goats got wind of this, and headed for the hills ....... :-)
Borescope: Techno Pack X
in C-130 Technical
Posted
!!BUMP!! anyone ...??