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

pjvr99

Members
  • Content Count

    569
  • Joined

  • Last visited

  • Days Won

    9

Everything posted by pjvr99

  1. Dan Wilson wrote: Dan, this is the way I also understand it. But the boys here in the \'box do everything on the inverters, supposedly because the inverters are a more stable power supply
  2. I\'ll take a WAG at the vertical former in the MLG box where the wing root attaches is not up to manufacturer specs .....
  3. Seem to remember taking them for \'walkies\' every 14 days - plane towed in fig8 pattern for +-20minutes
  4. Don\'t think oil is the problem ... every so often, a bad batch of parts hits the market.
  5. Airman57, you mention metal accumulation on the mag plugs - are you talking about chunks of metal, or just \'fuzz\' - see T.O. 2J-T56-56 SWP 042 00 fig3.
  6. My last post went MIA ..... My apologies, 7808 is also synthetic. In the 20+ years I\'ve been working Allisons, the only oil used has been Mobil Jet II http://www.exxonmobil.com/Canada-English/Aviation/PDS/IOCAENAVIMOMobil_Jet_Oil_II.asp which is a 23699 oil. Other turbojet and turboprop users may go for Castrol 5000, but I have worked for a few places that dropped the Castrol in favour of Jet II
  7. MIL-L-7808 is a mineral oil, while 23699 is synthetic, and therefore, never mixed under normal operating conditions. Unfortunately these things do happen, and a simple hot drain and flush procedure within 10(?) flying hours can correct this. While the mil-spec numbers differ, the performance of both types is consistant in terms of operating conditions and results Most operators turbo-jet and turbo-prop engines use Mobil Jet II, Castrol 5000 or O-156. In 20+ years of working RR-Allisons, Mobil Jet II has been the oil of choice. It can take a real hammering of heat and cold, and exte
  8. ... does look the same, doesn\'t it ..... DOMINION, PM me
  9. Short a few hours of sleep, so it took me a few moments to realize where it was - ClubJed. Must have been a while ago, as the paint schemes have changed, and also the ramp layout:cheer: :cheer: :cheer:
  10. The TransAll C160 can feather props without shutting down engines - makes for a great airshow, belting down the runway at Vmax, feathering just before the crowd, then going into a climb at the end, put the throttles to the wall, climb to +-1000ft, wing-over and battle-drop, full stop landing in less than 1000 feet
  11. No Problem. let us know what the final result is ....
  12. second stage vanes destroyed does not explain the low start TIT, or downstream fire still very unusual .....
  13. Agree with Steve1300, gimbal is most often the culprit. Also check cable tensioners at 245 bulkhead, and make sure all pulleys are moving freely. We had a condition cable jump recently - I believe a seized pully bearing in the horse collar was the culprit
  14. Old mans pants - AC duct in the cargo bay fwd of the wing box on the RH side (APU aircraft)
  15. Helen Keller bolts!!! forgot those ..... :laugh: :laugh: :laugh:
  16. Pork chops are \'haram\' - known as lamb chops in the sandbox Lighthouse - area between #2 and #3 bearing in the engine Snake pit - airconditioning bay in the B727, back of the fwd cargo bay Hog trough = horse trough Beaver tail = platypus tail Dogbones are condition lever transfer arms on the engine control gimbal
  17. pjvr99

    60 years

    The owner of the picture is a member - pretty sure he won\'t mind
  18. pjvr99

    60 years

    A C130 of the Belgian Air Force has its tail painted to commemorate 60 years of transport service - courtesy of Bob V
  19. Second bird in as many months ..... going to drive their insurers crazy!! Wishing all a speedy recovery
  20. !!! I stand humbly corrected!!! WOW!!! Tnx Fraulein .....
  21. None that I know of, unless locally modded/installed
  22. Depending on where the crack is, it may intitially tend to quench the flame instead of shape it. My thoughts however tend to the flame transfer tube. Some tubes have an insert joining the cans, while others are clamped without the insert. Maybe the clamp has broken, letting in air preventing initial ignition ..... only way to really find out is to pull the turbine off :(
  23. Never seen it before, but a quick thought would be that the flame transfer tube/s to the other cans are damaged/missing; or, that there is a burnt/cracked can. Also may have only one exiter firing. Have you done a performance run?
×
×
  • Create New...