pjvr99

Left hand harness ??

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 

1 person can do it in an hour or so

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.

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.

Man on stand, but I can see where a thermal camera would be useful at higher power settings

Ok that makes sense, although the 200pph fuel flow seems way too high. Good job

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

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?

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

200 to 300 pph iirc

Ah ok, that makes sense

Dont  know about using pumps for qty checks,  just use dipstick in the

overwing filler ports

Looks like a stuck bleed valve Bob. Check 6 and 12 o'clock positions

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 

 

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?

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

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

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

A couple of visitors to AAD 2016 at AFB Waterkloof in Pretoria, South Africa

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. 

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

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

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.

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

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 .....