pjvr99

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

check gimbal assembly - something is worn out

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

There is no wrong TIT before correction

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.

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

Ok cool

So did you get it fixed?

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.

is this in level flight, during a ground run, taxi, descent, take off? what are throttle sttings?

Can you give us some more information ...??

better to compare fuel burns, range, payload, multi-role features, and ,aintamamce costs per flight hour ..... stuff like that

problem is turbo props dont work in thrust, and turbo fans dont work in torque or horsepower. 

You missed 1 item hehe: one of the drivers riding the brake pedals during landing

Its XB3 - throw away, install new

What do you mean by 'stabilize'? Rpm, TIT, fuel flow? Is there any unusual sound (barking) on downshift?

4 hours ago, Newbie said:

Do you perform preservation IAW 1C-130H-2-00GE-00-1, chapter 5-29.7?

No, but then I have never seen this before either. Having read through it, it appears to be a more intensive version of

the test cell procedure ..... I believe if I actually used it, my bosses would have me hung, drawn and quartered for

the time it would take to do. Thank you for the reference, it did provide an answer for me

correct. do a rich/lean check to be sure that the fcu schedule is 

within limits: not to exceed 100°c rich or 70°c lean

Only limitation is TIT after light-out must be 800°C to 840°C. There is no limit for before

light out, meaning TIT before could be 1000°C or 700°C as long as it corrects to the

specified range when the light goes out. All it means is the fuel control is very rich or

very lean at that position in the schedule. 

Hey guys

I have a question for the engine test cell and AMARG people. When doing preservation of the engines, T.O. 2J-T56-56 says

to do it iaw 2J-1-18. I have read it several times (to be sure) but can find no reference to T56 engines. Only thing that has a

specified procedure is the 1C-130B-2-4CL-2 used by test cell. Does anyone know why the 2J-1-18 would be referenced? What

do you guys use?

Thanx

PJ

Hey guys

Looking for COMMERCIAL ATA chapter 5

for L100/L382

Is there anyone can assist me with this?

Tnx

PJ

14 hours ago, munirabbasi said:

1C-130B-2-4

Thought that was rescinded in favour of 2J-T56-56 and job guides .....

yes. fuel control is just very rich at that point in schedule - nothing to be concerned about 

unless you out of limits on rich/lean check

you're not gonna like this, but look for bent tower shaft or bearing failure in adh

Hey guys

Looking for a book in digital format: SMP1522

Is there anyone can assist me with this?

Tnx

PJ