-
Posts
583 -
Joined
-
Last visited
-
Days Won
10
Content Type
Profiles
Forums
Store
Gallery
Downloads
Calendar
C-130 Hercules News
Posts posted by pjvr99
-
-
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.
- 1
-
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 .....
-
For several weeks flight and ground crews have been pecking away at a problem where engine torque, fuel flow
and TIT increase when engine anti-icing is turned on. We're not talking 100"lbs of torque here, its over 4000"lb
and/or 300 to 500 pph of fuel. Every conceivable component from FCU, speed valve, anti-icing side valves, and
the whole TD system has been replaced at least once with no change.
Last week the engine was finally removed and sent to test cell. Engine was started, runs great, makes good power,
but when anti-icing is turned on there is a massive surge of torq and fuel which the TD barely contains. I had the
to see what happens in NULL - instant soil-the-underwear moment as torq jumps from 12500"lb to almost 18000"lb,
fuel goes 1600pph to 2000pph, and TIT from 900°C to 1040° ......
I have a small flapper installed over the inlet duct anti-icing vent so we can see when the anti-icing valve opens. This
device was working as intended, meaning a/icing on flapper flaps, but ...... massive torq, TIT and FF increases.
We eventually shut down the engine without any real idea of how to proceed with troubleshooting. Then I started
thinking: what if, somehow, a/icing air is getting into the FCU CIT or CIP lines .... Some examination of diagrams
led me to the CIP inlet in the compressor inlet housing. A/icing air is pumped into the same strut as the CIP
fitting. If the fitting is corrode, cracked or loose, you'd be dumping 100psi air onto the CIP bellows.
Long story short, a really skinny guy was sent up the 'S'-duct and CIP fitting was replaced. VOILA! A/icing no
longer causes massive increases in torq, ff, and TIT
- 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
-
1C-130H-2-76JG-00-1
-
-
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
- 1
-
engine core or complete QEC?
-
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 ....
-
no problem, this is how we all learn
-
Another thought, pull off the compressor rear bearing vent lines and check for oil - the lines are normally dry
-
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?
-
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?
Propeller TCTO 1C-130-2251
in C-130 Technical
Posted
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.