pjvr99

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Thought that was rescinded in favour of 2J-T56-56 and job guides .....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

i havent used the balancer yet so cant answer your question directly. however, a couple years ago we got a

newly overhauled prop in the test cell. Everything was fine up to NGI. As throttle was advanced and blade angle

increased, the prop noise and RGB vibration increased. Above 1000° TIT the noise was like someone or

something beating on your chest - unpleasant, almost painful. RGB vibration was topping at 1.4 to 1.6 mils.

We went through the prop records and everything seemed to be in order. We then did a loose blade and 

tracking check, which also checked good. While standing a distance away from the engine looking at

the prop, we thought there was an optical illusion. It seemed that the #2 and #4 blades were narrower

than #1 and #3. On measuring the width at various points from the tip to +- halfway in, we found the #2

and #4 blades around 2 inches narrower than the others. 

These 2 blades had a couple thousand hours on and had been reworked several times, while the other 2 were

new. Essentially there were 2 blades working their asses off, and 2 just along for the ride. My thoughts are

the noise and vibration were being generated by the 2 working blades being at a higher than efficient 

angle and probably very close to stalling.

Just something to think about .....

WOW! System wide failure .... did you get it figured out? We've had a lot of wierd stuff with 

our EPCS birds, but this one is a first.

What aircraft model?

Warrent Officer, South African Air Force,Henk van Rooyen with 12000 hours on C130 (Herc's) and a career spanning 43 years active

duty has finally come to an end. Henk from all the squadron members, Goodbye and good luck.

(Picture taken from facebook group)

First thought would be low pitch stop is not set correctly, however more info is required. What

was airspeed, altitude and throttle position? Same for other engines and their indicated torque?

I've been down this road before - the numbers his fleet manager is insisting they use are not correct. My test cell has

digital and analogue torque indication. The digital easily spans numbers like that, the analogue guages cannot. I was

proven right when my boss had one of the tm i failed sent to RollsRoyce for evauation. Report came back with 7 

defects including excessive twist (overtorque) of the torque shaft. The tm unit had been overhauled by another

facility

all i can say at this point is the numbers you are trying to use are wrong. follow your job guide or tech orders for doing tm 

calibration, NOT the numbers given to you

On 11/17/2017 at 12:56 PM, ermitao said:

This engine in question came from overhaul as well the torquemeter, the value from backshop is 29540, and they said to put on cal A -2340 and on cal B- 27200. ...........

So what do you think about these values?

If torquemeter stamped number is 29540 then corrected cal-A of -4000 would give corrected cal-B of 25540. Assuming ISA conditions

and 72% rpm, you would be looking at 709"lb torque calculated. Setup indicator as per 1C-130H-2-77JG-00-1   77-10-04. A difference

of more the 50"lb will require corresponding adjustment of the guage. A difference of 750"lb requires tm remove from service. Try my

min torq calculator if I am not clear .....

Perf_PPC_v2.1.xlsx

no minimum value stamped on tm. T.O. says unload engine by turning off bleed air, generator and hydraulic pump. Then move

throttle slightly forwards or backwards to obtain LOWEST torque indication. Adjust CAL-A/CAL-B -4000/25850. If the difference

between INDICATED torque and CALCULATED torque is more than 750"lb reject torquemeter and return it to overhaul.

However I did find this .....

.... I'm going blind ....

APN = Aircraft Production Number? If so, its on the data plate above the flight engineer station

Hey guys

Got a list of positions open with SAEI (Saudi Aerospace Engineering Industries). If anyone is interested

send your Cv and certificates to my email: [email protected] I don't have salaries,  they can be discussed

during interview

Thanx

PJ

Sounds like a bad speed valve ..... when you change the valve,  take a good

look at the drive socket in the ADH for excessive wear

..... another culprit could be the scoop anti icing valve - they have

a tendency to pop open at high power settings when they get

older