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


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Posts posted by pjvr99

  1. 22 hours ago, herky400M said:

    To PJVR,

    can you tell us how many cycles the rejected spacer had and what Part number they have.

    To the C-130 world, any other information is very welcome, we have a 7th cracked casing  :unsure:


    thx4coop bob

    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. 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. 




  5. 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

  6. 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

  7. 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

  8. 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 .....

  9. 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


  10. 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%)



  11. 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




  12. 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 

    replace gimble assy before continuing. During start i found fuel flow to be unstable and 16% micro-switch

    operating around 23%. Once the engine was on-speed RGB and compressor vibration were noted 

    at 1.8mils. Once we got to cross-over both were running at about 2,5 mils with the turbine joining the party

    at around 2mils. We changed out vibration transducers and even a known good propeller to see if the 

    vibration numbers would change, but to no avail. Engine was torn down and sent to overhaul


  13. 6 hours ago, NATOPS1 said:

    Aircrew in regards to Pitchlock prop operations and engine shutdown shutdown at a speed where you cannot maintain 96% or 150KTAS...

    What does your book actually say?

    Ours says "Attain a speed"

    Do you slow to determine blade angle and then shutdown at 96% or 150KTAS or at any given speed above 150KTAS?

    96% of what, NATOPS ....



  14. 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.


    Bottom line: vibration is NOT your friend

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