pjvr99

Sounds like scavenge pump failure or weak scav pump in RGB. Read up Lockheed Service News Vol 18 No 3. An excellent explanation of the oil system and trouble- shooting it, which was later put out as a service bulletin

Steve, you're probably right on that. The info I have only says 1071°C, with a large group of people saying that 1071 is a typo, and should be 1077°C..... :hands-surrender-smiley: In all honesty i don't know whether the thermocouple system averages or totals. The TO's only state that in the event of a suspected bad thermocouple the engine should be run, and TIT reading taken at about 70° throttle (+-850°C), then the engine shut down, the leads swapped over at the T-block, and the engine run again at the same throttle setting. Difference should not be more than 6°C (10°F). A dead thermocouple will cause a loss of 18 to 24°C at take off ..... (but for the life of me, I can't find the reference). I have found several broken thermocouples over the years, but only on engines that had already been removed for burnt turbine or some other maintenance leading into a -6 inspection. Most time maintainers don't really troubleshoot TIT problems, just run a yellow box or adjust the TD valve.

Hey Bob, I got your PM but things a little crazy. I don't really understand what 'anticipation' has to do with the TD valve. Below cross-over (temp limiting), it is just an over temp protection, while above it controls at the temperature set by throttle input. When doing the 'Yellow box' (TD system calibration), step 9 and 18 give 14 seconds as a response time for the valve/motor to move from a given setting to NULL. This can be easily verified when doing a TD system 'Controlling' check. It is possible that the motor or the brake was binding, and this is why the OH facility replaced the drive train. Hope this helps PJ

Bob as far as I can tell there is no TIT difference between engines. T56-A15 needs to make 1067°C to 1083°C in auto at take off, minimum 1007°C in null, with the overriding factor of minimum torque for the given altitude, OAT, runway length and take-off weight. D22A needs to be 1077°C (or as close as possible) in auto, 1007°C in null. I built a switching device for our test cell to switch the AMP and IND leads at the T-block, so we could check the difference when we have unusual TIT indications (works really well). Haven't yet found a bad thermocouple, though.

Some time ago I was inspecting a QEC kit, and saw the bolt had been turning, and subsequently worn its cadmium plating out. I tried to find info on this as there was evidence of sealant which had been removed. A fruitless search as it turned out. I measured the holes to ensure there was no other damage or wear, fitted a new bolt and nut, and put sealant on. My feeling is that the sealant is not so much to seal something, as it is to prevent the bolt turning ........

Excerpt from a post by Phone Wind on FlyAfrica ......

Hi Bob, long time, no chat. I get a rash of these things from time to time. First thing to determine, is it the whole schedule that has shifted, or only start? Are you getting this problem in NULL and AUTO? What is the RICH/LEAN spread? Are you making 1077°C take-off in AUTO? What is NULL take-off, will it make 1007°C (minimum), or does it exceed 1083°C? Let's see if we can beat this one Cheers PJ

Been working these engines on-and-off since 1985, about 15 years in total time. It's as reliable as YOU make it, but it is a simple tried-and-tested power plant. Learn the TD system and the oil system, especially the scavenge, as these are most likely to bite you. Safety wiring in the QEC can be a b!tch, but you learn to work around most of these problems. Welcome to Herks!!

Shotgun propellant overcharge/compressed charge, magnum primer, and over crimp - recipe for disaster. He's lucky he only lost a little blood, and not his hand. Alternately, the metal between the chambers shows a little oxidation and what seems to be striation ..... maybe a crack or cracks, or some metal fatigue ...... There's a lot of things that can go wrong very quickly when you're reloading. One of my favourites when I started, was cases splitting. I loaded 9mm Parrabellum using an 85gn bullet and around 7.5gn of shotgun propellant to get the energy up. Result was the cases seldom made 3 reloads before the case split or primer pocket became too worn out. My final competition load was a 150gn bullet and 4.8gn of propellant - smooth and soft on the hands, and with a subsonic muzzle velocity, easy on the ears too

Thanx for the assist, guys. Have a great day PJ

IPB IPC ..... same chicken, different scales. Check your PM tnx PJ

Thank you kindly sir. I figured it was that, but office-types don't want to believe it .....

Two questions guys: 1. Whst is the difference between L100 aircraft, and L382; 2. does anyone know if there is an IPB for the 501-D22A available in .pdf, and if so, hoe can I get a copy in a hurry? Thanx in advance PJ

Not much has changed. I have heard the IOC (Olympics) is considering upgrading driving in KSA to a full-contact sport :-)

It does if you're doing a flag-check (that's what US military calls it, I think)

HA! Different ballgame, then. One of 2 things - water in/on detectors, faulty wiring

Turbine, not nacelle. Just wondering if the bearing support case is cracked ..... man-on-stand ......

Second that! Unless you really DO have an overheat problem. I'm assuming a man-on-stand run has already been done .......???

A little off the wall, but worth looking at. Have there been any pressurization problems requiring work on the fairleads in the pressure bulkheads? If a fairlead is not set properly (or lubed properly) the chafing could also cause some creep ........

Thing is, when you're standing there looking at it, it doesn't make sense. How can something so small and light have that effect? We had had some binding problems a few weeks earlier, and spent some time getting all the pulleys lubed up, cleaned all the fairleads, got the tensions just so ..... basically the throttle system was so smooth and easy, it felt like the engine wasn't hooked up. So a little vibration had a lot of effect One of those twice in a lifetime things :-) On a similar vein, recently had a torque 'drift' at ground and flight idle. At either setting, the torque would move up 400/500"lb and then go back down - a cycle of 30 seconds or thereabouts. Initially thought there may be something wrong with the pickup, but that checked out ok, no oil build-up in torque tube, etc. Then I thought of wind, because we've had a lot of tailwind recently. That theory went the way of the dinosaur on a windstill morning. I climbed up and just started poking at everything in sight. I realized that there was a lot of slop between the RGB rig point and the valve housing. Found the backlash screw a little loose, and the control universal joint worn out (out of my limit, at any rate). Fixed them up, and steady torque after that. BTW, in my test cell, I have both a digital and analogue torque indication Bottom line is, never take anything for granted. Always question, always check.

Not too many bites, but STILL get a regular "Allison rash". Cr@ppy safety wire in tight places makes me look like I've been playing with a lion cub. I have been jolted several times over the years. First one was going up onto the flight deck. Avionics had been under the flight deck and not secured the ladder. It collapsed under me and sheared through a harnass to one of the boxes. The guys say I came back out at mach M-crit, only touching ground between #1 and #2 engine. More recently I have been zapped by TD Amp Testers (yellow box). With the box on the B5, DO NOT touch the aircraft and the stand together, with bare hands. Shocking!!! ........ really .....................

http://p076.ezboard.com/bc130herculesheadquarters This link still accesses the message boards, but I can't find the rest of the site

Ladder. Been there, done that. F@#$ing scary!!!! Used to be a rotating beacon on top of the fin, had to change the bulb in the absence of an electrician ........ Casey Question

Found the alpha shaft bearings were worn/loose, causing a creep to flight idle. Must admit it took a loonnngggg time to figure it out. In fact the excess movement was spotted by my apprentice.

Valve housing or a sticky cable-tensioner. Another thing to look at, is the pulleys. Cracked or split pulley can also mess you around