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


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Posts posted by pjvr99

  1. 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 :)

  2. 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)

  3. 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 .....




  4. 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

  5. Pjvr99\'s addition about prop inconsistance in filling from dry really intrigues me.

    ..... and and the inconsistancy is still the only consistant thing in prop servicing. Just had

    one that showed 4 inches of fluid above the mark on the atmospheric stick, and fluid

    above the ledge of the pressurized - 2 minutes after start low light came on. We continued

    the run to see if there would be any flux - rock solid! but had to shut down for a chiplight

    warning :-( Took another gallon to get a reading on the pressurized dipstick

  6. An interesting \'aside\' to this story - in the cell, one of the things I watch during servicing, is

    the 115v 400Hz digital voltmeter. In a properly serviced and functioning prop, there is a drop

    of 0.6 volts when feathering or unfeathering. Yesterday I noted the voltage drop was still

    1.1v. I believed that during servicing an air-lock had occurred, which is normally cleared by

    running the engine for 10 minutes. However after an hour of run time, I had some streaking

    down the inside/back of the blades and some mess on the lower afterbody. I decided to

    deservice/remove half a gallon of fluid. Lo and behold!! the voltage drop is suddenly 0.6v and

    the feather time dropped to 17 secs from 19. All this from a prop initially refusing to take more

    than 4.5 gallons of fluid .....

  7. Vaguely remember this from the single disk B-models - if the protective paint(?)

    coating applied at repair/overhaul was not sanded off, brakes would make quite

    a lot of noise and shuddering until coating WAS eroded off by the pads ....

  8. I haven\'t worked hydraulics for many moons, so forgive a bit of silliness - is it possible that the 9-port (ground check-out) valve is leaking through to the AUX system and temporarily \'hiding\' the fluid there? Even if the accumulators on the UTILITY system were not charged correctly, the amount of fluid being \'hidden\' doesn\'t make sense. Does this aircraft have a separate accumulator for emergency NOSE GEAR extension, off the UTILITY system? If so, is it charged properly?

  9. Bob, one of the members on another forum lives near the airbase, says the F\'s are parked in front of the 60Sqd hangars between some B707\'s. They were probably inside the hangar/s when the satellite went over ..... so they been broken up yet. I am trying to find out if anything is planned for them

  10. It was 3 B\'s (also BZ now) and 2 F\'s. Too much corrosion to make them a viable option .....

    25° 49.118\'S 28° 13.424\'E BZ on the hardstand (Homebase, AFB Waterkloof, Pretoria)

    25° 49.708\'S 28° 13.093\'E F permanently parked in \'Sinkhole City\' (can\'t locate the other - will put a query out on the local forums)

    25° 49.670\'S 28° 13.861\'E C160Z #331 - 336, 338 & 339

    25° 48.272\'S 28° 09.737\'E C160Z #337 (SAAF Museum, AFB Swartkops, Pretoria

    25° 49.220\'S 28° 13.458\'E a pair of CASA 212/235

  11. They most definitely are - were grounded for a while last year with CWB checks, but have all been released since. 2 Underwent full glass upgrade via Marshalls in UK, and the rest were done by DENEL Aviation in South Africa

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