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C-130 Hercules News
Posts posted by pjvr99
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What do you mean by 'stabilize'? Rpm, TIT, fuel flow? Is there any unusual sound (barking) on downshift?
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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
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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
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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.
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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
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Hey guys
Looking for COMMERCIAL ATA chapter 5
for L100/L382
Is there anyone can assist me with this?
Tnx
PJ
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14 hours ago, munirabbasi said:
1C-130B-2-4
Thought that was rescinded in favour of 2J-T56-56 and job guides .....
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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
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you're not gonna like this, but look for bent tower shaft or bearing failure in adh
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Hey guys
Looking for a book in digital format: SMP1522
Is there anyone can assist me with this?
Tnx
PJ
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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 .....
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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.
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What aircraft model?
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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?
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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
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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
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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 .....
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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.
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.... I'm going blind ....
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APN = Aircraft Production Number? If so, its on the data plate above the flight engineer station
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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
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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
Oil temperature thermostat
in C-130 Technical
Posted
Its XB3 - throw away, install new