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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. Sorry Bob, no. cycles are not recorded, only flight hours. however they were well within limits. Echo NATOPS: is this same engine or turbine? Have you run this engine direct off wing on the cell? is this happening on same aircraft? what position?
  2. Are these once per turbine, or do you have repeat offenders? If repeat offenders, pull the turbine apart and check the 2nd/3rd stage rotors and the spacer discs. We had several spacers disintegrate without any indication other than the cracked support cases. We only opened the turbines because I rejected them from the test cell for out of limits vibration on the analyzer
  3. Engine will continue starting cycle as long as starter valve is open, however TD system protection will not be available, fuel pumps will drop back to series operation. Once starter valve closes, rpm will decay and TIT rise until engine flames out
  4. pjvr99

    AAD 2016

    Bob, I haven't a clue. Going to try get hold of the squadron next week. Have more info then. I saw 401 start up and taxi out as I was leaving the show yesterday. Thanks Bob
  5. pjvr99

    AAD 2016

    A couple of visitors to AAD 2016 at AFB Waterkloof in Pretoria, South Africa
  6. T.O. 2J-T56-56 ADH and RGB magplugs are covered completely Bob. Experience helps a lot too. Only thing I always made a point of doing is getting the ground lead of the multimeter onto the body of the mag plug.
  7. T56-56 shows what's good and what's not. Mag plugs are checked every bpo. Fuzz and slivers less than 1/16" diameter are not a problem. During break-in on a new RGB slivers are commonly found. Chunks of any size are reason for concern, and require further investigation or power plant removal. Using a multimeter a resistance of less than 20000 ohm (20k) requires magplugs be removed and visually inspected. On my test cell I had a system of LEDs that were hooked up with crocodile clips - 1 for each plug. I can't tell you how many times that saved us tearing up an engine
  8. looks like #1 lab seal blown, or maybe failure of extension shaft seal where torqmeter housing bolts on. Cracked diffuser lines (#2 & #3 bearing scavenge) will show up as 2 to 3 gallon low during operation, but full tank after shut down. Wet bleeds can only come from the front intake area
  9. If one or more thermocouples or leads are broken, the TD system will respond by PUTting more fuel to match coordinator input. 1 thermocouple is worth 18 to 22 degrees C at take off.
  10. If memory serves, 0 to 50 is almost straight extension simply increasing wing area and lift. 50 to 100 increases lift through the slot to compensate for drag from the increased down movement. Don't remember any specific angle for a given postion
  11. Hi Don True, unlicenced is a problem although most companies can issue company certifications to do the job. Worke dwith the Filipino's in Saudi - good workers and great people. Something will come around soon .....
  12. Hey guysSandbox came to an unexpected end in April, been looking for work since. I am unlicenced with over 20 years experience. If anyone knows of anything, please let me know. My CV as follows:https://www.dropbox.com/s/ntbgl2sy63l5tvb/CV.doc?dl=0Thanx in advancePJ
  13. grade 1010 oil is used for preserving engine fuel system if engine is in storage over 45days. I have had the dubious honour of starting and running both an APU and an engine on 1010, having forgotten to switch over the fuel supply .....
  14. Lol.I worked SAAF C130's till 1990. PM me you f.i.l. nsme, maybe i know him ..... oh the grease - he's taking the mickey out of you
  15. 75 - 80° by the look of it. common stopping position after feather shut-down
  16. Lkuest got the first thing i'd look at - cut-off switch on the condition lever in the pedestal. However, for me,the left-hand harness and QEC kit wiring has been a source of shut-down problems for many years.
  17. Hmmm ..... never thought to rework the numbers that way. All I know is, the APU's I put across the the cell came in at 100% rpm on the aircraft. Never had a problem with frequency or rpm
  18. The -60 GPU has a variable controller on the fuel cluster to keep rpm steady ..... sometimes causes more problems than just a drop in rpm would. The RPM on the run sheet is corrected for the tach generator and rpm indicator on the test cell. Once APU is installed on aircraft, it runs at indicated 100% and 400Hz. These figures can be checked in 2G-GTCP85-41-1
  19. Those are the figures from T.O.s and MM's. I will attach my test cell run sheet for you .... Form xxx RunSheet APU.xls
  20. even with max bleed load, electrical system requirements are still 380 to 420Hz/ Keeping this in mind, if the RPM drops below 95% the bleed air load control valve will be closed. Normal RPM drop when going from no load (100%) to full load (97.5%)
  21. Available now ...... 1x slightly battered T56/501 engine technician. Paint peeling but still fully functional. Well guys, the arabian adventure is over and i'm in the market for a job. Anyone know of anything, or hear of something, email me on pjvr99(at)gmail.com Tnx PJ
  22. I can never remember which one it is, bur one of the starters requires the misting plug removed at the bottom of the pad - check TO's Vibration can be a bitch - couple years back the line guys came in with big eyes accusing each other of not installing starter nuts properly as it had come adrift after replacement a few days before. It was tightened tested and released to service. 2 days later it was dangling again. i stepped in and had the engine removed and sent to test cell. During my hook-up I found all the control linkages to be excessively worn, and had to
  23. No i do not believe engine vibration to be the cause of the ignition system problem - that is a problem all on its own. Having said that, i had an engine on the stand for vibration evaluation and found speed valve, speed switch, coordinator, gimbal assy all malfunctioning or worn out. A couple days after failing engine for out of limits vibration including turbine and RGB, I canned the excitor box for another engine. Once it was removed and I could inspect it, I found the screws holding the internal mechanism in place to have vibrated out, leaving several holes in the casing.
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