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

pjvr99

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Posts posted by pjvr99

  1. 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

  2. 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. 

  3. 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

  4. 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 .....

  5. 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

  6. 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

  7. 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.

     

     

  8. 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

     

    # Slot No. Job title
    1 w-1 PMEL SPECIALIST
    2 w-2 PMEL SPECIALIST
    3 W-29 JET ENGINE & PROPELLER SUPERVISOR
    4 w-31 QUALITY CONTROL SUPERVISOR
    5 w-33 Flight LINE Maintenance Supervisor
    6 W-52 AIRCRAFT MAINTENANCE TECH.
    7 W-53 SUPPLY ANALISYS SYSTEM
    8 W-55 OPERATIONS SPECIALIST
    9 W-89 PERIODIC INSPECTION SPECILSIT
    10 W-91 FLIGHT LINE SUPERVISOR
    11 W-107 CURRICULUM SPECIALIST

     

     

    Thanx

     

    PJ

  9. 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

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