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


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Everything posted by pjvr99

  1. Gmon wrote: Absolutely correct! Yet given that I get around 50 dry props a year, 40 of them take 6gal of fluid, 8 will take 5gal 2qrt, and the remaining 2 will take up to 7gal. The only consistant thing being the point at which the feather cutout switch actuates, and when the low light goes off (if the level switch is functional). So the end result is, you can do whatever you like, as long as it is IAW applicable TO or MM. You need to be sure in your mind that there is sufficient fluid in the prop - it is your signature/stamp in the forms, therefore your @ss is on the line. It is my e
  2. Madmax, we have over the last +-2years had a rash of float switch failures. Zero time intalled during prop overhaul or build-up, fails in test cell, or shortly after prop installation on the wing, or after replacement. These float switches are a very unreliable design
  3. Must be your PC/ISP connection, I\'m getting really good speeds in the Magic Kingdom (HSDPA 3G modem)
  4. Nice pics Dan, these guys don\'t look too stressed out, do they ? By the looks of things, #1 & #4 blades are at in-flight angles, while #2 & #3 are at feather-shutdown position.
  5. Was the aircraft mothballed or abandoned? Was it hangared or in open storage? What type of atmospheric conditions prevail, ie, North Atlantic coastal, Florida coastal, desert? Were the engines and GTC removed for reuse?
  6. Lkuest, the only time I ever saw/heard of decouple on take-off, was a safety coupling that disintegrated. As you say, highly unlikely at T/O power unless engine had already flamed out and prop was driving the engine.
  7. B) Antonovs and Ilyushins also have an unfortunate tendency to suffer from decelration trauma, due to poor maintenance and lack of parts. They\'ve been taking a beating in Africa recently, where the Antonovs have been completely banned in DRC airspace. So somehow this must also be the fault of the US:unsure: :unsure:
  8. I believe NATOPS called it right. I fitted the new cooler today, and temperature maxed out at 84°C after 20mins at 1000°C TIT. FYI engine has 1750hrs, vibes are 0.6, 0.5 & 0.7 resp. for turbine, compressor and RGB. No SOAP. Being paranoid doesn\'t mean they aren\'t out to get you . I have been told I\'m very picky about what\'s acceptable and what\'s not in the cell. I just like to get it as close to perfect as I can. The oil system is acknowledged the most difficult system to troubleshoot, which is why we should go the extra mile when problems occur. Thanx for your input guys
  9. Hi guys I got a problem I need your thoughts with. Recently one of our birds twice turned back after oil temperature exceeded +-90°C at altitude. History: The aircraft just completed ISO, and post-dock runs had oil temps getting up to 100°C at ground idle. OAT was in mid 40\'s. Two different oil coolers were fitted, and oil tank was drained and serviced with new oil. After this it was released. The next mission off base the in-flight problem occurred, and the engine was removed for test cell evaluation. In the Cell I started by draining all the oil from tank, RGB, ADH, oil cooler
  10. According to the 2-11, run the prop feather to full reverse 2-3 times. On the last reverse cycle hold the condition in air start, while the outsider removes atmospheric dipstick, then move throttle to ground idle. Replace dipstick while running aux motor for 10 seconds. Remove dipstick and check for fluid. Full mark is +-1 inch off the bottom. (From memory a long time ago .....) Pressurized sump - feather the prop and wait for pressure to deplete. Check dipstick for quantity. If no dipstick available, use a 6\" screwdriver and feel for the ridge inside the well. If you remove the screwdrive
  11. Thanx Casey and Bob Unfortunately 90% of my plane pics (including ALL my Herk pics) were lost to a HDD failure 5 years ago - so I\'m collecting again. You guys have done an outstanding job in the few weeks this site has been running. Have a great day. PJ
  12. My apologies ..... Gallery: Non-US Operators, and Civilian Operators [img size=640]http://herkybirds.com/images/fbfiles/images/SAAFHerc_401_01r.jpg SA Air Force #401 SAAF Tail No\'s and Construction No\'s C-130B / BZ (Original) 401 c/n 3724 402 c/n 3749 403 c/n 3750 404 c/n 3764 405 c/n 3765 406 c/n 3767 407 c/n 3769 C-130B (ex-USAF) 408 c/n 3526 409 c/n 3530 C-130F (ex-USN) 410 c/n 3636 411 c/n 3660 412 c/n 3696
  13. Hi Casey Went to look for operators, and found you were a couple short. South African Air Force operates 9 C130B\'s which were recently upgraded to BZ with full glass cockpits. 7 were origionally purchased around 1961 - 1963, and are still in service. Another 2 B\'s and 3 F\'s were obtained from US Navy in mid 90\'s. F\'s had too much corrosion and were never brought into service. http://www.saairforce.co.za/the-airforce/aircraft/22/c-130bbz-hercules SAFAIR is a commercial aviation company and has used C130\'s for many years. They do still operate several L100-30\'s. http://www.safair.co
  14. I had one last year doing the same thing. After second (zero time) PLR we started seriously examining the prop, and found the seating area in the barrel nut to be worn. We changed the barrel nut and problem immediately went away. Basically, the barrel nut had been reworked too many times and the seals couldn\'t hold pressure any more. About 6 weeks ago another one refused to lock. On investigation we found the PLR index rings to be badly placed. The real reference mark was almost invisible, and another had been made one tooth away ...... As a rule, I always use 98% rpm as minimum torque
  15. Hi guys I just received this scam e-mail. This is a new twist on the usual garbage from the Nigerians ..... Dear Friend, I am captain James .W. Brian in the US Marine Corps on Monitoring and Peace keeping mission in Baghdad-Iraq. The reason why am explaining my finding to you is to seek for your assistance to enable you contributes immensely to the actualization of my dreams. On the 8th day of January 2007, we were alerted on the presence of some terrorist\'s hideouts in Haifa Street, a long thoroughfare of high-rise buildings built by Saddam Hussein here in Baghdad. After Immedi
  16. \'Bleed on three\'. This is really great, Casey! Have a great day everyone. PJ
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