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


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Everything posted by pjvr99

  1. The engines have 2 speed settings, low speed ground idle and normal. Low speed is used to start and stabilize the engine, and also to do minimum torque calibration. Engines are generally held in low speed for taxi as it is easier to control oil temperature, than in normal. The #3 engine is sped up to normal to provide extra bleed for a quicker start on the other engines, and to provide air for the air conditioning packs. The APU provides +-40psi air pressure (unloaded) while an engine provides 80 to 100psi, although this is regulated to 70psi on some mod
  2. There is nothing in the engine or RGB that can cause a pitchlock condition. However, I'm wondering whether crew is giving correct debrief. You mentioned problem occurs during descent. If the NTS clearance is tight and pilots throttle back too far too quickly, they may be engaging NTS system momentarily - query the crew on that.
  3. How is the in flight check being Performed? What steps? What is or is not happening?
  4. Please confirm that the following parts were NOT transfered from one propeller to the next when the propellers were changed: valve housing pump housing PITCHLOCK regulator brass barrel nut Thing that sticks in my mind is the PITCHLOCK system is essentially mechanical, meaning once a COMPLETELY different propeller is installed the problem should go away. I wonder if the problem being experienced isn't maybe an engine roll-back .... this is just a thought
  5. For the GTCP85-180 series we used T.O. 2G-GTCP85-41-1 ...... I don't know what the commercial equivalent is
  6. Synchro operation can appear normal, but still cause trouble, which is why I suggest running the sync tester. You mentioned that mechanical governing has no effect - does that mean the crew put the prop to mechanical before landing and it still pitch locked?
  7. When you say "3 propeller assembly changed" does that mean 3 different pump and valve housing? If so, you will want to run your sync tester - sounds like a synchrophaser or sync rack problem, or a wiring problem in main control conduit. Bearing in mind PITCHLOCK can only occur with low fluid level or overspeed conditions
  8. Ah! Sounds like fun.
  9. What are you doing with it .... ?
  10. Finally found the correct info: Legacy C130E/H APU model is GTCP85-180L, PNo 381116-1- 3/5/6/7/8/9 C130 APU upgrade model no GTCP85-180LE, PNo 381116-3 L382 model no GTCP85-185L, PNo 381252-1-2
  11. GTCP85-180L is valid model no for E and H model aircraft, as well as the modified GTC aircraft. Part numbers differ because the -185L used in the upgrade has intake screen rotated requiring relays and other parts to be repositioned. This means changes to the wiring harness and fuel, oil and pneumatic lines. GTCP85-180L come with part numbers 381116-1- 3/5/6/7/8/9
  12. Coordinator first thing to check, pot is probably loose. After that, take a serious look at thermocouple harnesses. We had a lot of similar problems last few years that were traced there. Also take a good look at the gimbal bushings, and ALL control rod-end bearings. Also check condition of the prop universal joint Let us know what you found
  13. 1 person can do it in an hour or so
  14. At 7 volts it sounds like you may have one or more dead cells, in which case no charging would take place, even if the relay did close.
  15. What is the LSGI TIT when stable after start? Also ff and Torque? If you shut down the engine and restart immediately, what are torque, TIT and FF? What are NGI torque, TIT and ff? What are ff, torque and TIT at 900°C? What are OAT and pr altitude during these actions? Can you run a direct reading Guage for CDP during these checks? I don't see fuel nozzles changed on your list; while you're doing that, put borescope in and check combustion cans.
  16. Man on stand, but I can see where a thermal camera would be useful at higher power settings
  17. Ok that makes sense, although the 200pph fuel flow seems way too high. Good job
  18. https://www.wordsmyth.net/?rid=58422 That abouts as good an explanation as any, but yes, the point at which fuel/air mix is ignited and sustained combustion occurs indicated by a rapid rise in TIT, fuel flow, rpm
  19. I'm with lquest - out of rig prop can do some wierd stuff, but if within limits ignore and continue. Can you give actual numbers, ie. OAT, air pressure, ff, torque, TIT, RPM?
  20. Depends on the operator how they want to do line maintenance. Civilian operators don't have APG, engines or props - only mechanics. Some military would only have engines and Airframes on flightline
  21. Ah ok, that makes sense
  22. Dont know about using pumps for qty checks, just use dipstick in the overwing filler ports
  23. Looks like a stuck bleed valve Bob. Check 6 and 12 o'clock positions
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