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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

pjvr99

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Posts posted by pjvr99

  1. 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

  2. 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

  3. PJVR99, well said. I completely agree with you and I apologize for flying off the handle a bit there.

    Not at all Mongo, you just got there first. I am a member on several other aviation forums, where this kind of [email protected] 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

  4. 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

  5. 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

  6. 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

  7. Another one bites the dust ..... :-(

    http://www.saairforce.co.za

    Hercules fleet reduced by one

    Date: 15 July 2009

    By Dean Wingrin

    The first SAAF C-130B Hercules to be upgraded to BZ configuration has been withdrawn from use.

    The latest issue of the official magazine of the SAAF, Ad Astra, noted that the outer wings of aircraft 407 were removed in 2005 for fatigue investigation "which the OEM forced the SAAF to comply with".

    The aircraft was subsequently cannibalised and never returned to service.

    The SAAF acquired seven C130B aircraft (401 - 407) in 1963. In 1997/8 the USA donated two ex-USAF C-130B (408 and 409) and three ex-USN C-130F Hercules aircraft as part of the Excess Defence Articles programme. At the time the SAAF also decided to upgrade the entire Hercules fleet.

    The two ex-US C-130B's and a C-130F were subsequently put in service, but the C-130F was retired soon thereafter. The balance of the two C-130F's were never placed into service because of major airframe corrosion and it was considered too expensive to upgrade the F version to the new SAAF standard.

    The nine-strong fleet underwent a major refit from December 1996, when Marshall Aerospace of Cambridge in the UK and Denel were contracted to upgrade the aircraft as part of Project Ebb, fitting, inter-alia, digital avionics in the place of the electromechanical instrumentation.

    The first C-130B to complete the full avionic upgrade to C-130BZ standard was aircraft 407. Formal customer acceptance of 407 took place at Cambridge on 24 July 2000.

    In December 2004, Lockheed-Martin, the manufacturer of the aircraft, advised all operators of the Hercules that potential existed for cracks to develop in the outer wing area. In order to establish evidence of potential cracking, the wings would have to be disassembled and the potential problem area scrutinised.

    As a result, the SAAF grounded their Hercules fleet as a safety measure in February 2005 and the first aircraft to undergo such an inspection was aircraft 407. It now appears that the aircraft was never returned to service as parts were taken off the aircraft and used on the rest of the Hercules fleet.

    The upgrade project had a few stumbles when aircraft 403 had to undergo contractual repairs and modifications when it was damaged during fuel tank pressurisation testing prior to redelivery to the SAAF.

    Aircraft 402 is still in the process of being upgraded after receiving fire damage on 8 October 2004 when the brakes caught fire during ground taxi tests. A protracted legal battled then ensued to determine which of Denel or Marshall were liable for the repairs.

  8. Sorry for resurrecting an old post....

    Don't be sorry, I should have reported back some time ago. We found a misaligned truss

    mount, which cleared a lot of the problem after replacement. A number of very minor defects,

    and 'within limits' decisions, came together to cause all this frustration. She has been flying

    for several months without any further problems.

  9. Had this one back in the 80's. TD amp is sensing anything off the thermocouples as too hot, and commanding the TD valve to reduce fuel ...... to the point where there is insufficient fuel to keep the flame(s) alive

  10. Had one like this some time ago. There's a check valve inside the accessory drive, that is

    busy dying. Choices are: remove the GTC now and get it repaired relatively cheap, or, fly to

    failure. Not much you can do at maintenance level to repair this. If I remember, I'll get the TO

    reference to this problem .....

  11. ..... I think management would forgive an overweight landing, if this is your reason for

    dumping. As C130H2FE says - deal with the fire first, then worry about the rest.

    One of our members told of his experience with an engine fire, which resulted in the engine

    falling off the wing in flight - can't find the story, though!!

  12. I started working the Herk in 1985 in the South African Airforce. After leaving in 1990 I had

    no further contact until I started contracting at SAFAIR in Johannesburg, in 1998. In 2003, I

    was offered the adventure of a lifetime, to come to Saudi and work on the birds as a civilian

    contractor.

    DSC08487.jpg

    The view from my office .....

    IMAG0074.jpg

    ... doing business .....

  13. The p/s pressure is a little bit of a grey area. I read the limitation as 55 +-5, at 100%, and oil

    temperature 80 to 85°C - meaning maximum flux should not go below 45psi. I would not

    continue to operate the engine with these conditions being exceeded.

    The RGB is different as it has a much wider operating range. 150 to 250psi at 100%, and oil

    temperature 80 to 85°C, with the nominal pressure being 180psi. At 180psi the low end of the

    flux would be 160 - still within limits. However, when doing back pressure checks, if the

    pressure drops below 180psi BEFORE 80°C is reached, the pressure is increased.

    The reasoning in both cases is insufficient lubrication and cooling, leading to catastrophic

    failure, even though, technically, both systems may be operating within design specs at

    maximum flux and minimum pressure. Unless departing a full-scale battle-zone requiring all 4

    donkies, the offending engine should be shut down.

    At LSGI P/S pressure was +-45psi and RGB pressure +-100psi. When you go to normal (all throttle positions, rev to t/o) P/S dropped to 35psi and RGB went to 110psi. First thought was tank s/o valve was only part open. Changed it but no difference. Then changed all flexible hosed to pressure pumps, no change. Then I thought, MAYBE, someone dropped a rag, or plastic, something into the tank, and this was causing the restriction - nada, nothing. Only thing left was the pendulum in the tank. It is a big rubber tube with steel rings to prevent the tube collapsing. Several of the rings had turned sideways, and the tube was collapsing with the suction when the engine went to normal speed.

    From my post on Herc HQ 2 years ago. Things may not be what they appear, so rather err

    on the side of caution

  14. See ..... can't keep a good man down. I must admit, going off the tools is one of my biggest

    fears. Parked behind a desk, watching others having all the fun ..... eisch, not good ..... good

    luck Sam

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