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C-130 Hercules News
Posts posted by pjvr99
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Last effort maybe “pin†the valve housing to see if your issue stops…. Then pin the rigging (work your way out) to find where it is malfunctioning....
Installed one of the last props we ran, engine is perfect. This is the only thing we didn't
do because we were out of time - priority engine. We will be doing more troubleshooting
in the next few days, then this will be checked also. I did move up close to the engine to
see if there was any linkage movement on the controls - nada. Also shutting the engine
down from NGI didn't show anything as the blades go back as soon as the engine slows.
Will post a vid later today ......
PJ
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Since the valve housing had been changed with no effect:-
1- De-activate NTS bracket by keeping the gap at maximum, and check your engine.
Done - no change
2- Check your NTS bracket on the valve housing cover assembly for bending.Done - also changed out covers
3- Remove the electrical plug (the one for the feather solenoid valve) and recheck.Hope those steps will help isolating the affected area of the NTS system.
Done - removed all 5 cannon plugs. Ran a purely mechanical prop, no anti-icing, no aux
feather motor, no pressure cutout, no low light, no synchrophaser, no feather solenoid
just for kicks, I'd start the engine null and see what happens
Did that - no difference
I could also guess internal leakage in the propLooking into that
always the possibility of a malfunctioning fuel controlRemoved from equation by installing a known good prop
Thanx for the feedback so far. When/if we find out what it is, I'll get back
PJ
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Hey HerkyWorld
Got an unusual situation here. Engine starts normal, LSGI torque set correctly. When
the LSGI button is pulled to upshift to Normal Ground Idle, torque stabilizes for a
moment at +-1200"lb ........ then increases to +-6000"lb, rpm decays to 94%, and
TIT increases. Also prop noise indicates the engine is labouring. When LSGI button
is pushed in, everything returns to normal. Standing on the blade line, you can see
the pitch change occurring.
Changed out valve housing, pitchlock regulator, and low pitch stop. Also removed all
cannon plugs to remove electronic influence - no good! Stays the same .....
Anyone out there seen this before? any ideas, theories ........ anything?
Have a great day
PJ
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Hey HerkyWorld
Got an unusual situation here. Engine starts normal, LSGI torque set correctly. When
the LSGI button is pulled to upshift to Normal Ground Idle, torque stabilizes for a
moment at +-1200"lb ........ then increases to +-6000"lb, rpm decays to 94%, and
TIT increases. Also prop noise indicates the engine is labouring. When LSGI button
is pushed in, everything returns to normal. Standing on the blade line, you can see
the pitch change occurring.
Changed out valve housing, pitchlock regulator, and low pitch stop. Also removed all
cannon plugs to remove electronic influence - no good! Stays the same .....
Anyone out there seen this before? any ideas, theories ........ anything?
Have a great day
PJ
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Awesome!!!
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Hey guys
2 x Propeller specialists needed in Jeddah, Saudi Arabia. PM me for
info, CV's to [email protected]
Thanx
PJ
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Also got taken out by the refueling questions - only 57%
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Friends, I am looking for someone who can help me to help some South African Air Force friends. They received some F models from USN and little to no data. Date received was circa 1996.
They are primarily interested in the amount of mods (if any) performed to the OW's. If you know someone who would share their sagely wisdom please ask them to contact me at [email protected] or through this site.
Sorry but this is not a paying gig; just a favor to some old Herc friends.
thanks
C-130F (ex-USN)
410 c/n 3636
411 c/n 3660
412 c/n 3696
Were not flown after arrival in SA due to corrosion and other issues.
C-130B (ex-USAF)
408 c/n 3526
409 c/n 3530
These two were upgraded to C130BZ along with the other original SAAF birds
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Why not disable the fuel enrichment as per Allison CSL-1567 dated Nov 30, 1996 with Revision 1.
Victorp1, do you have a copy of this CSL available?
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Natops, you hit the nail on the head. If the engine is being started with +-80psi instead
of 30 to 35psi the spin up time is often markedly shorter. In turn, 50psi fuel pressure
to cut off enrichment is also reached quicker. It is thus possible that the window of
opportunity to see anything on the gauges is very small. A hot engine starts and spins
up somewhat faster than a cold engine.
Main tank boost pumps operate at 18 - 24psi, while aux and external at 30 - 40 psi. Basically
this is already fuel pressure in the manifold, meaning that the time available to see some-
thing before 50psi is reached, is reduced.
I know, I'm looking for something highly improbable, but sometimes it's just those little things
that trip us up. I honestly do hope it's a bad cockpit switch or broken wire ....... something
regular and simple
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Another thought: if the starts are being done on the ground, is this engine being started
using APU/GTC bleed air, or engine bleed air? And are the tank boost pumps being used,
more specifically aux and/or external tanks?
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Tstat = thermostat?? Didn't touch it. Load control EGT 620°C, acceleration 610°C
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APU came from overhaul, ran through test cell - all good. Installed on aircraft, bleed air
on, but no load, there is a 5 - 10psi pressure surge, small EGT and RPM flux. When a load is
applied (eg aircon pack), it stabilizes. Removed and sent to test cell, again nothing could be
found. Installed on another aircraft, has the same problem. Replaced the load control valve,
but still the same.
Anyone have any ideas ...??
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Had something similar several times in the last few years. In one case #1 would increase rpm
to 102% with #3 as master - #3 valve housing change fixed it. The others all got traced back
to the synchrophaser rack.
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Believe me, it was the last thing I would suspect. However, a bit of a give-away
was the 30psi oil pressure at 900° TIT and 75° oil temp. My thoughts were tending
to a break/crack in the ADH front cover plate or a failure of the seal between the
pressure and scavenge sides of the pump ....... but that's how knowledge and
experience is accumulated
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Just make sure the aircraft is shored properly, and that the tail supports are in tight
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..... The strangest uncommanded shutdown i had turned out to be the T.D. amp. Engine shutdown and wouldn't start. Started in null fine and ran up to full power. Swich back to Auto and engine shutdown. Amp change cured the problem. Good luck.
Had this one too, many, many moons ago .......
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... moved ........
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Two areas to look at here:
1. left hand harness could have broken wires on the speed switch c/plug. Swap it out,
see what happens;
2. a little more difficult to determine, but maybe a bad tower shaft, bearings, or gears. Hook a direct
reading gauge to 5th/10th stg bleed valves, and run the engine. Pressure should be same
as CDP, but could be as much as 10psi lower. The thing you're looking for is flux exceeding
about 5psi. At the same time keep an eye on TIT and fuel flow. excessive or erratic fluctuation
would give an idea
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But did you check the thermocouples? Low TIT readings are very likely the cause of early turbine failures, .....
No. But if my suspicions are correct, it will be necessary to change them out. We're just
debugging a little oil leak at the moment - then our beady eyes will be moving there.
Oil problem moved here http://herkybirds.com/forums/showthread.php?p=13985#post13985
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On a whim today, I did a TIT calibration. Shooting TIT from the T-block, starting at 50°C and
incrementing 50°C up to 1100° all readings within 2°C. Before and after indications of OAT,
TIT and fuel temp was 30°C, 31°C and 34°C (fuel was higher because the sun had already
gotten to the pump). I hooked up my relay and ran the engine @ 900°C and only had a 1°C
change .....
Bob, you you need to tell your FE's to concentrate on the important things:-
1. Wine
2. Women
3. Song
:-)
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Ah, now that's a different game, Bob. First thing to realize is that no 2 gauges are going to
give exactly the same reading. Next thing would be that that low down, there is no
guarenteeing the thermocouple's accuracy. Also effect of air movement through the engine,
swirling around the fuselage, etc. Sunrise on the left wing?
In the test cell, GENERALLY, early morning has TIT, OAT, fuel and oil temps within 1 or 2
degrees. Later in the day, this can change by a substantial amount.
Why is the FE concerned about this? The TIT system measures measures combustion
temperature, and is set up for an individual engine.
Upshift / Downshift
in C-130 Technical
Posted
Next on the 'to-do' list
Moving to reverse is not a problem, torque, ff, rpm normal. Got to be very careful coming
back as the torque picks up very quickly. If left long enough the rpm will decrease
below 94%, risking flameout. TIT rises some