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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. Not a dead horse, by any means. I\'d rather say Lockheed, Boeing and other major US players have been napping. This thing is a brute with 11000SHP per engine, and all the nice bells and whistles. The only really stupid thing I can see on it is 2 engines turn clockwise, and 2 anti-clockwise. I understand the thought behing induced drift, but from a logistical point of view you now have to keep twice the number of props and engines spare. What do you do when you have a series of failures on (e.g.) your CCW engines? Instead of 1 engine and prop for a deployment, you now need 2 ..... crazy frogs

    Give me my trusty C130B/E/H any day

  2. pjvr99 wrote:

    ...After todays FCF, the pilot told us he had to put in 7° rudder

    trim to stay straight after T/O, reducing to 4° for level flight, or do

    some serious pedal work. Also lined up torques at 14k and

    reduced #3 and #4 to 9400 before yawing stopped.


    Per my origional post - problem is worst at take-off

  3. GCSTroop wrote:

    Just out of curiosity... Has anyone checked the rudder trim indication/rigging? Perhaps the trim tab is assisting the rudder in deflecting thus causing the aircraft to have an obscure yaw rate? Just a thought... I had this happen to an aircraft several years ago. E-model if I\'m not mistaken.

    Complete rudder replaced - out of balance, and could not be balanced

  4. Just found these pics of the Marshalls Herk doing ground runs

    [img size=150]http://www.flightglobal.com/blogs/flight-international/A400M%20engine%20run.jpg

    [img size=150]http://www.flightglobal.com/blogs/flight-international/A400M%20engine%20run%20zoom.JPG

  5. TalonOneTF wrote:

    From page 1 of this thread...

    \"We are receiving a Wyoming H3 tomorrow that already has the EPCS. We will install four Hamilton Sundstrum 8-bladed props on it & test the complete system this year.\"

    And there is a picture on page 2 of this thread...take a look.


    Ah well, anything more than 2 days old is ancient historyB) - forgot

    a piccie had been posted:blush: . Tnx

  6. Talon, I hear you on the engine swap, but I believe engines have been

    eliminated on the last FCF.

    KEF, she\'s going in for ISO and all cables etc will be replaced. I also

    suggested your list of possiblities, so we\'ll see after ISO.

  7. NATOPS, your reasoning is good, but flawed for a simple reason - the opamp comparators in the TD amp generate the reference signal based on the input voltages. So it doesn\'t really matter how the input voltage flux, the reference is always constant. The only thing that can really throw things out of kilter would be digital systems going into a brown-out state by getting too low voltage.

    Having said that, most digital systems have brown-out protection, whereby the system is shut off before opamps, etc, start giving out bad data. If the TD system actually got to a point where the was really bad power, it would fail-safe to NULL.

    I have been messing around with some engines on the cell, but could never replicate a roll-back.

  8. Hey guys, need some thoughts here. One of our birds is throwing a

    sh!t-fit, yawing to the left.

    Initially, props \'n engines were blamed, but after we changed

    the \'offending\' engine/prop combo and no result, the drawing board

    was called on. Since then, we have had all the control surfaces off,

    replaced the rudder, r/h aileron tab and l/h elevator tab. Also the

    aircraft was put through a full symmetry check.

    After todays FCF, the pilot told us he had to put in 7° rudder

    trim to stay straight after T/O, reducing to 4° for level flight, or do

    some serious pedal work. Also lined up torques at 14k and

    reduced #3 and #4 to 9400 before yawing stopped.

    Aircraft is a standard C130H.

    Any ideas will be greatly appreciated .....

  9. Ok, that\'s good info. Seems we have 2 possible areas where we can look.....

    1. Check bleed sensing lines from starter motor to starter valve for damage/ leaks

    2. Check the 1-way bleed-air check valve. The flapper seats and hinges become worn and do not seat properly, or stick in part open positions reducing the amount of air available during starting. I have had 4 or 5 of these in the last 12 months .....

    This may be a silly question, but have you checked magnetic plugs? It may be an idea to pull the lower plugs on both the ADH and RGB to heck for debris .....

  10. As the stagnation seems intermittent, there may be several different issues involved. Stagnation at 10% may be a failing/failed starter; while at 40%/50% sounds like bleed vlaves closed, although this would need to be confirmed by null/auto start TIT\'s. Also What is the bleed manifold pressure during start? You may have a bad load control valve on the GTC.

  11. During the early 80\'s, a medical emergency occurred at Marion Island in

    the South Indian Ocean. Our B-models don\'t have external tanks, so the

    only way to extend the range, to make the relief flight possible, was

    to alternate shutting down outboards and inboards ....

    The mission was ultimately successful, medical supplies were dropped, and

    a life was saved

  12. An USAF F16 is escorting a Hercules when the F16 pulls a perfect roll right around the Herc. The F16 pilot then comes over the radio: \"lets see you try that then\"

    The Hercules crew ponder for a moment....then shut down number 1 engine. The Herc crew come over the radio: \"lets see you try that then\"!

  13. Several bases in South Africa are well out of town, and have large populations of gazzelle and warthog. These end up in engines and undercarriages from time to time. In an attempt to keep these animals away from the runways and taxiways, cheetah are released into the base areas. At least one cheetah has been killed on the runway, and several takeoffs/landings aborted. The overall number of animal incedents has been significantly reduced though

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