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pjvr99

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Posts posted by pjvr99

  1. 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

  2. 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

  3. 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

  4. 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

  5. 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

  6. 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)

  7. 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

  8. 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.

  9. 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

  10. 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

  11. 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

  12. 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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