pjvr99

Any luck with your beast WINDTUNNELMEC?

wow, that is a little warm ..... try decreasing the CIT setting (1 flat is +-25°C/45°F), then trim it using TD valve NULL orifice adjust

what is max power fuel flow and TIT? For that matter what is start TIT, TIT & ff at LSGI and normal ground idle?

Not for this problem Paulo. I have previously had LOW SPEED GROUND IDLE rpm

that was either to low or high. Low GROUND IDLE/FLIGHT IDLE rpm can not be

adjusted on fcu.

OK brand spanking new FCU and GI rpm is 96.2%. Still lower than what I'm used to

seeing, but at least the FSR will engage the generator.

I will certainly share if we can find a solution

4 hours ago, Ahmer said:

Hello pj , when u put the engine to  normal ground idle, Gen frequency on frequency meter available at GEN switch on OFF position.?

ahmer, this is the problem. we have 380hz/95%, but fsr needs 385hz to engage. fsr is working correctly. engine is also 

working correctly but too slow for fsr.

2 hours ago, NATOPS1 said:

Ok got it. ANY pictures? (if allowed)

Guess you can swap out the FSR maybe it has an issue or increase the GI/FI RPM closer to the upper limit.

If you reset the gen will it go on line without speed increase?

if you speed up the engine and get the generator on line will it stay online when slowing back to 95%

 

no pics, sorry. swapped out fsr, regulator and control panel - no change. silly question, i know, but ...... how 

do you adjust gi/fi rpm? yes it resets immediately, and will happily stay on line after that, even at low pitch

stop of 93.some %. yes, fsr will drop it out below 365hz. fsr comes on line at 95.2/95.3% which is the

advertized 385hz needed. propeller control is EPCS, so no messing with blade angles

Moeed, it is a zero time engine. 

NATOPS1, aircraft is glass cockpit, so I believe indicated rpm to be same as AUTOTACH. It does match

generator frequency. Problem is what to do to get off that 95% GI rpm. Changing the engine only puts

the problem on the ready line for the next time

Hey guys

Here's a problem that has me stumped. Engine starts up to LSGI (auto & null TIT peaks

about 810°C). When upshift to NGI engine rpm is 95% and generator will not come on 

line. You need to manually reset ON or move throttle to speed up the engine. All engine 

parameters are good at all throttle settings, IBIT check good. Only GI/FL rpm is

lower than usual, but not out of limit. Generator circuits check good, with all relays,

control panel etc having been replaced, and even generator replaced. 

Any thoughts on this issue would be appreciated

PJ

remember modifying the vehicle ramps with rollers on top, skids on the bottom. open the ramp till just above ground, flip out the 

vehicle ramps, and start taxiing slowly while the loadies push pallets out - fastest unload other than LAPES.

TCTO refers to immediate removal from service of all 54H60 propellers having

blade serial number less than 813320. These propellers are to be sent for 

overhaul and blade replacement.

thank you Paolo, have you checked the oil tank for contamination

or blockage? also check the oil supply hose (flexible) from tank for

collapsing. If it only cuts out under load, you may have a fuel 

starvation problem - take a look at the fuel filter on the fuel cluster

and also the filter up in the wheel well

just out of curiousity, is the APU part no 381116-1-() or 381116-3?

As NATOPS1 asks, can the APU be restarted immediately or do you need to wait for a

time? Likely causes can be oil pressure, load control/acceleration thermostat, faulty

overspeed solenoid, or some electrical interruption. If you have an APU test stand

available, I would recommend running the APU there and try to duplicate the 

problem.

TD valve brake binding by the sound of it

assuming you have already swapped guages, so i would then shoot TIT from

the firewall using TD tester, and bumping the TIT wires all the way to the

cockpit. Next step would be to check power wires to the guage, and also 

whether it is grounded properly. 

10 hours ago, Shola said:

Model of the APU is GTCP80-180L. Part Number of the APU is 381116-1-7. Thanks a lot. 

Ok was just curious. Gonna go out on a limb here because we had something similar 

last year. Try replacing flexible oil hoses to and from the oil tank, and make sure the

rigid lines and the tank are clean and free of contaminants

9 hours ago, Shola said:

Hello experts. We also have an APU that quits after running for about 8 minutes. Any idea what could be responsible for this discrepancy?

what is part number for this APU?

ok. sounds like you got the important bits. when you started

troubleshooting, did you set cracking 57 - 63psi? did you 

remove the control air line from fuel cluster while setting

cracking pressure? Have you changed the acceleration/load

control thermostat?

you didnt mention replacing aux start relay and fuel holding relay. try that. also

try replacing 110% overspeed solenoid on back of apu.

back to ignitor: can you hear it firing?

Is the ignitor firing? are you getting fuel from exhaust?

Hey guys

Wondering if anyone can help me with info on the N prefix on the blade

serial numbers. We have just gotten a TCTO covering a number of

blades. Some of the serials are N8xxxxx others are just 8xxxxx. What

does the N refer to .....

Tnx in advance

PJ

speed valve stuck closed, bleed valves not opening

Cutback is a misleading term, as the TIT before correction may be lower than corrected TIT. For example, TIT before

light out may be 790°C and 835°C after light out. There was an increase rather than a cutback. AGAIN, there is NO

limit for TIT before light out, only 800 to 840 after light out.

As a follow-up to this, we had one a few weeks back that actually went over a 1000°C before cutting back to 830 or so. Found

the fcu schedule had shifted rich, adjusted CIT, and everything went back to where we expected it .....