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pjvr99

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Everything posted by pjvr99

  1. RGB or compressor? Oil or air? I saw these pics a few months back. My thoughts run in the lines of bombs 'n bullets - if that's what bears do, lets make like a shepherd and get the flock outa here!!!!!!!!
  2. 45 minutes from home - NO!! Somewhere nasty, with bombs and bullets - do whatever you need to do to get the f#$k outta there. Service, quick start on the threshhold, shutdown after established in climb, restart just before landing.
  3. Ever take some cling-wrap plastic and cover the toilet bowl? It was a real mess, as the victim had gastro ......
  4. pjvr99

    New member

    I've got a better chance of ......... ah well, if I don't buy the ticket, I won't win the lottery. Tnx for the PNo
  5. Been there, done that, bought the beers for the crew! :-)
  6. Propwash, elbow grease, various sizes of sky hooks, and the old favourite ....... a long wait - usually around 3 hours :rofl:
  7. Welcome from the Magic Kingdom. Some days the HerkyBirds are going to drive you nuts, but they'll always take you home safely. Welcome again PJ
  8. pjvr99

    New member

    For the most part, thermocouples either work or they don't. I wouldn't know the difference from one manufacturer to another. A specification is created by the designers/engineers, and it's up to the manufacturer to manufacture to specification. Once in a while, a bad batch slips through and we go through a phase of cracked casings, disintegrating ceramic, what- ever. I can tell you about hunting for the 1 or 2 broken thermocouples out of 18, causing problems during starting and take off, but that's what I get paid to do :-) Glad to answer any other questions you may have. BTW, welcome to HerkyBirds PJ
  9. pjvr99

    Fcu

    Hey Herky, I remember. I mark the bellows by making a note on the FCU with a 'white-out' pen, and also annotate it in the engine/aircraft doc package for future reference. Following excerpts from TO 2J-T56-56 SWP 058 01
  10. pjvr99

    Fcu

    Correct. Bear in mind that it impossible to perfectly set up the fuel/TD system to cover all possibilities simultaneously. You need to set it up for your NORMAL base of operations. I like to have the NULL/AUTO start TIT as close as possible, balanced against RICH/LEAN values, 10°C - 30°C on the lean side. I dislike sending an engine out of the cell with the NULL orifice above INCREASE 2, or below DECREASE 2. Therefore, an adjustment on the CIT is sometimes necessary. I interpret a cold start as peak TIT below 750°C, when the engine has already been started and shut down within the last 15 minutes. When you start messing with the TD amp pots, you start a whole new set of problems - just set the amp (yellow box) and go with it. In response to the original question though, it is only necessary to measure the bellows assembly when it being replaced.
  11. pjvr99

    T-56 props

    Similar - Hamilton Sundstrand 54H60-77
  12. pjvr99

    Lsgi

    When shutting down from NGI, a lot more fuel is trapped in the fuel nozzles. This then runs out, evaporates and the additives then coke up the air holes. Also I've found an engine run at LSGI 2minutes, is quicker to continue work on than if shut down from normal. Other consideration is oil temperature and oil scavenge. LSGI has better cooling than NGI. I haven't yet found an explanation why. Also the oil scavenge system is most efficient at LSGI. This can often be verified by watching the oil qty gauge during up-shift/down-shift. Shutting down from normal may leave more oil in the RGB and ADH, leading to over-servicing the oil tank later.
  13. AC signal of around 20volts. 70Hz = 100%
  14. Lighthouse pressure not exceed 11"Hg a - may lead to oil dumping in flight, high oil temperatures T.O. 2J-T56-56 SWP 058 01 Table 3
  15. Had similar thing on 2 different engines recently; 1st one had a faulty parallel valve, the other had a bad ignition relay. My guess is the parallel valve .....
  16. pjvr99

    Adh

    NATOPS1, if those numbers are correct you will have 0.5% overread installed on the speed switch - more than accurate enough to get you home. You also have the generator freq meter to cross reference. Correctly said, your biggest problem will be getting wires to it
  17. pjvr99

    Adh

    Because that is the speed of the pad via the particular reduction gearing, NOT the prop speed
  18. NATOPS1 correct! T56-56 states the only check for propbrake serviceability is inflight shutdown - no rotation allowed! You can try flushing it out (followed by a ground run), then FCF again. Being ground-bound, I have no knowledge of speeds and altitudes
  19. Not at all Mongo, you just got there first. I am a member on several other aviation forums, where this kind of cr@p is standard practice. However, it does nothing for the forum, except to drive people away. I would not like to lose these repositories of knowledge, simply because of some arrogance and ignorance. Guys 'n girls, let's keep it nice. At the end of the day nobody knows everything, and a helping hand is better than a facefull of snot. If you disagree with someone, give your reasons; open a proper discussion, start another thread, if needed. Keep it safe, and keep 'em flyin'' PJ
  20. Hydro101, as someone who has been in aviation a long time, I have learned to treat everyone with respect, and to treat their suggestions with the same respect I would like my suggestions to receive. On this board, we are all professionals, and as such, need to treat each with due respect. Talon1 has on previous occasions proven his knowledge and ability. WRT the items you picked out, these were things that were specifically looked at as remote, but plausable, possibilities. Some items were reset or replaced, all of which added to the sum of the overall repair. No idea, thought or gut-feel should ever be ignored when faced with a challenge of this nature. Have a great day PJ
  21. Trev, our PDM regularly moves the birds around without engines just using the nose-weights. Alternately, if the roller system is installed, a big concrete block just behind the 245 bulkhead will also do
  22. Performance is done at 1050°C or 19600"lb, whichever comes first. In winter zero-time engines often get 19600 at around 1025/1030°C, giving performance between 108 - 110%
  23. Hhmmmm ..... my calculator doesn't want to do -7 engine, but 19600"lb at ISA on an A15 would only be 97.3%
  24. NC97, send me your CV, or check the Boeing website, or www.flightglobal.com. I've been here 6 years. Contact me via e-mail [email protected] for more info Have a great day PJ
  25. Been part of the work crew once and seen it done several times. Most important thing is shoring the empennage before removing anything. Once the item is removed, make a template of 1/4" aluminium ..... job shouldn't take more than 2 - 3 weeks
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