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

pjvr99

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Everything posted by pjvr99

  1. Looks like the old 1C-130H-2-4 manual. It has some really interresting graphs, although i dont remember anything to do with bleed air in it
  2. https://www.ilsmart.com/Aviation/part/6798233.htm Part number 6798233
  3. 2 things will happen here: 1- you will lose the commercial (civilian) certification for the D22 2- you will have no fuel flow indication. The T56 engine uses a 28v DC power supply for the ff transmitter and indicators, while the D22 uses a 115v 400hz power supply. The wiring and connectors are completely different. In my opinion this would be a completely wasted excercise, not to mention the expense of recertifying the D22 again
  4. Probably want to keep APU shut down when taxing on dirt or unprepared strips. Having said that, the intake screen holes are big enough to let in small gravel and stones which can and will damage the compressor when it is started again ....
  5. no problem, this is how we all learn
  6. Another thought, pull off the compressor rear bearing vent lines and check for oil - the lines are normally dry
  7. OK. big scavenge problem. How is oil temperature? Pull off lower E-duct from 14th stage. check the #2 & #3 bearing lines visible for oil staining. After that check #2 & #3 bearing lines to the external scavenge pump that they are not blocked. Heve you changed main oil pump yet?
  8. What is the difference in indicated oil quantity with engine running at 100% rpm and indicated oil qty immediately when engine is shut down (no rotation)? During ascent/descent are the oil pressures steady, or is there a fluctuation? Is there any fluctuation on the ground? Did the engine go across test cell before going back to aircraft?
  9. Lockheed Service News V18 #3 contains a brilliant explanation of causes and troubleshooting of oil dumping. It was later made into a service bulletin. I suspect you may be looking at RGB scavenge failure
  10. check gimbal assembly - something is worn out
  11. I will say there is nothing wrong, nothing to do, nothing to fix - system is operating within specification. mechanical fuel schedule and electronic fuel schedule are perfectly matched
  12. There is no wrong TIT before correction
  13. Do you mean a rise from 'before light out', meaning less than 800 and correcting to 800 to 840 after light out: yes, it is good. The ONLY, let me repeat that, ONLY requirement is a correction of 800 to 840. There is the rare occasion when the mechanical and electronic schedules are the same and no correction occurs. If this happens you need to do a proper TD system check.
  14. Not much to be done there. Airfield safety should be taking care of birds thru keeping grass verges short, falcons, etc. Nothing a crew can do once they're committed to land or take off
  15. Thank you. based on this and your previous mentioning the shift to another engine, it sounds like you have a rollback, a problem with the synchrophaser. Check out synchrophaser, sych rack, and also run synch box tester. sometimes the problem can be a false signal generated by a seemingly good valve housing. also check all 4 prop pulse generators.
  16. is this in level flight, during a ground run, taxi, descent, take off? what are throttle sttings?
  17. Can you give us some more information ...??
  18. better to compare fuel burns, range, payload, multi-role features, and ,aintamamce costs per flight hour ..... stuff like that
  19. problem is turbo props dont work in thrust, and turbo fans dont work in torque or horsepower.
  20. You missed 1 item hehe: one of the drivers riding the brake pedals during landing
  21. Its XB3 - throw away, install new
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