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 ......

There are reports that a Nigerian Air Force C130 crashed at Port Harcourt International airport yesterday. The plane was carrying 30 staff from the Nigerian Emergency management Agency, NEMA, on a mock rescue exercise and waiting airport emergency workers instead found themselves involved in the real thing. The aircraft turned hard right off the runway when about half way along it and has been severely damaged.

From a newsclip taken inside the aircraft by a Nigeria Television Authority cameraman who was onboard to film the mock rescue, it seems that the passengers had trouble using the emergency exits when trying to leave the aircraft and it also seems the firetrucks were using water rather than foam. According to a report in the Guardian newspaper, "people were waiting so that when it gets down, it can stop abruptly on the runway so that they can rush down to rescue in a mock manner, but then it vied off the runway.".

The aircraft was closed to both air and ground traffic for some hours and Hind gunships from the Port Harcourt NAF Base flew in military personnel. Some of the injured were flown out on the evening Arik Air flight but were banned from talking about their experiences.

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

Hi pjvr99

What does IPB stand for, I,ve got IPC's and maintenance manuals for the Allison 501-D22A, let me know, maybe I can help you.

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

tnx

PJ

To answer the question, nothing they are one in the same...

The breakdown...

L82 is the basic model number for all C130/variants, but they also have expanded model numbers as well...(Not all Lockheed aircraft have the expanded numbers, IE the P3)

The expanded model numbers...

L182 - all Alpha's, and mission specific varants

L282 - all Bravo's and varants

L382 - all C130E's / L100's and later aircraft, including the stretches.

Lockheed started a version number as well, not sure if it was at the start of the Jaybirds, before or after, but they are used on the F/A-22 as well. Though not sure if anyone will see/know these other than those in the plant won't waste time typing those.

C130, C130-30, L100-20, L100-30 is what is called the aircraft type.

Other examples of Lockheed Model numbers are

L22 = P38 Lightning

L85 = P3 Orion

L88 = L188 Electra

L93 = L1011 Tristar

L645 = F/A22 Raptor

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

Sounds just like Ryadh when I was there with ELF 1. Only thing that was left out was any accident you're in is your fault because you're the American and if you weren't there the accident wouldn't have happened!

Not much has changed. I have heard the IOC (Olympics) is considering upgrading

driving in KSA to a full-contact sport :-)

Man on stand however probably won't show a thing with the doors open .

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

Let me clarify, engine is not running, #4 engine T-Handle is blinking (overheat indication as soon as power is applied). Thanks!!!

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

wiring

Might have a bleed air leak, don't rule that out, I helped change the

Y duct on the aft inboard side of the engine a couple months ago. It

was cracked and blowing hot air on the detectors.

Turbine, not nacelle. Just wondering if the bearing support case is

cracked ..... man-on-stand ......

We've had a few do this when the detectors get wet, could rain have gotten in?

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

that's what they are for and I have actually climbed one

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

I don't beleive the ladder mounts are on J's. Anyone know which aiframes had them?

B,E,H and some L382G

pjvr99,

I have recieved a lot of valuable info from you in the past. I am hoping now that you can do it again - would you be able to explain how a valve housing can cause throttle creep? I can't say that I have ever experienced that, but it is not at all unusual for me to find new and different problems.

Thanks in advance

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