pjvr99

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

Another one bites the dust ..... :-( http://www.saairforce.co.za

Spoke to one of the guys late this afternoon - thinks no repair, only replace. He will check for me tomorrow.

You guys seem to have some issues there. IIRC same as for fwd chines, will check with our structures guys .....

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.

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

No civil ops here, you will be working on the Saudi Air Force birds. Go to the Boeing website .....

A friend is doing his sim in Jakarta at the moment. Says rumour has it, #3 & #4 condition levers were in feather. Their sim instructors are throwing a LOT of 2 engine out problems at them

OK, so you have your high power setting - how does this tell you whether you have contaminated fuel? You're allowed 0.5% rpm, 10°C TIT, and 400"lb torque flux in normal operation

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 .....

Where is it leaking from - i.e. accessory case? or from one of the drains?

..... 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!!

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. The view from my office ..... ... doing business .....

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

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

Sorry to hear that Sam. Hope it works out for you. Also check out the Boeing website, I think there are some supply slots open here in the sandbox ..... if you're up for some adventure :)

Spooky, I'm not sure where the 910 comes from, as the job guide calls for 900°C in null, when doing TD system checks. Once the TD switch is moved to auto, TIT may change by as much as 40°C in either direction. In the cell, we have a separate step done at 850°C which is also just a controlling check. Once the throttle is above cross-over, it doesn't really matter what the TIT is, as the system is going to respond in the same way, with similar results. My guess would be the use of 900°C/910°C is a throwback to -7 engines. ..... PS 910°C = 1670°F, while 900°C = 1652°F (read 1650°F)

Hard to say off the pics, need to get up close and all touchy-feely. If, and I say IF, this was afterbody bolts, you're lucky to get away with such a small amount of damage. The washers and nuts from the anti icing tabs can slip through the gap between the a/b and drip-pan lip, and the damage visible is more consistent with one of these smaller items. The cause ..... The result .....

Completely valid for fixed-wing

OK, then I'm with Tiny - a lot more difficult to trace, but sounds like a chafed wire somewhere, or a dry solder joint on a cannon plug

Pakis got all their birds through regular means. They had 12 (I think), but 2 were destroyed in a ground collision several years ago

Tiny, you may be right in that he REPLACED the retriever, but the way he says it, sounds like he only swapped left and right over, and the problem followed. Let's see if he has some more info ..... Another thought: were the correct value limiters installed after the first set failed? I made the same mistake last year with the GTC/APU test stand - fitted a 200A limiter instead of 275A

Posted by 1038cc

Tnx Steve. Confirms what I know, but need the reference to beat someone on the head with :P

Wonder if anyone out there has the following info: Valve housings fitted to outboard props of commercial/L100/L382 aircraft PNo should end with 855, while inboards can be 855, or -3 or -7. I am looking for the SB, AD, or any other reference for this Thanx PJ