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

pjvr99

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Everything posted by pjvr99

  1. If oil gets into the fly-weights it would most likely only affect the speed at which the switches operate; not the electrical functioning of the ignition system itself. At your next HSC, ISO or engine removal I would suggest replacing the speed switch garloc seal
  2. If oil gets into the fly-weights it would most likely only affect the speed at which the switches operate; not the electrical functioning of the ignition system itself. At your next HSC, ISO or engine removal I would suggest replacing the speed switch garloc seal You would only pull the ignition cb if you had continuous ignition after engine stabilized at LSGI or NGI
  3. Short in the exciter box - i get a lot of that
  4. ADH vent? sounds main oil pump scavenge element failure. Had one of those last year
  5. Hi Bob, prosperous 2016 to you also. Engine (power package) on test stand or aircraft match up within 1%, i.e. 98% on test stand will be around 97% on the wing. As to running on a dynamometer, we had some engines from RollsRoyce that came with dyno sheets. I was pleasantly surprized when the performances came in within 2% As to atmospheric effects: engines on cold wet days may be awesome, but the same older worn compressor on a hot humid day looks like it has emphysema
  6. where is oil leaving engine: turbine, #3 bearing lab seal vents, #2 bearing vents, 5th & 10th stage bleed valves wet, during climb or descent, level flight (altitude)? need a lot more information
  7. Syncrophaser test box. You changed a dome on its own .... dome is matched to the hub and blade assembly - not a good thing to do. still sound like an internal leak somewhere. When you changed the prop did you change the pitch lock regulator and the prop barrel nut?
  8. My bad, just saw prop changed and assumed the pump housing was changed too. it does look like a bad pump housing. Run it again, but this time have your right seater hold the condition in air start. the extra pressure from the aux feather pump should make it better .....
  9. Need to run your sync box, but can almost guarentee fault is on #1 or #2 valve housing
  10. Hey guys My topic is a follow on of this discussion. Over the last several months we have had a large number of TD related problems. Some have been fixed by the usual TD am or valve change, or just a careful yellow box. Many have either been sent to me in the test cell, or I have spotted enough of a disparity to warrent further investigation. The most common failing is a high take off TIT in AUTO, with a lean fuel control. I like to set SLOPE and NORMAL at 1075°C and take things from there. As long as TIT doesnt exceed 1083°C we're good to go. Normally a
  11. Hamilton-Sundstrand NP2000 is for the T56/501 engines. Saw some pics a while back of a ski-130 with the NP2000 in the ice - looks good. Dont remember where I got this, but its one of the best I've seen
  12. No idea tiny, when they contacted me this is what they sent. Peter sent you an e mail message. Bob Daley
  13. 1 – Structures Technician -5000$ TAX Free per month2 –Engine Shop mechanic -4850$3 – Aircraft Mechanic – 4850$4 – GSE Mechanic – 4675$Tax Free salary (as above)Additional benefits:Flight to DubaiFrom Dubai they will be getting a secure onwards flight to Kabul34 days paid calendar leave per year. Leave can be taken in month 4, 5 or 6 17-20 days max. Any leave left for the year they can finish the contract earlier.One year contract durationAccommodation and meals provided – on camp accommodation in secure buildingCandidates need to be made aware that they will work in either very hot or very col
  14. Highlight emergency controls
  15. Would need to know the OAT and pressure alt at the time
  16. Same as with E/H & L382G 100 inches in front, 80inches at the back ..... then there was the L100-20 (ZS-GSK) owned by SAFAIR many moons ago, that had an 80inch plug in front
  17. If you not specifically busy with something, get out to the other shops. Learn the systems and above all: ASK QUESTIONS. My journeymen always said "There are no stupid questions, only stupid answers" ..... Get out there, get down and dirty
  18. I was always led to believe GTO of C130 is 155000lbs, so at 172000 you should be grossly overweight, and I'll assume you mean 72000lbs. -7 and -15 engines are both capable of exceeding 19600"lb of torque before reaching maximum take off TIT of 972°C and 1077°C respectively. So from what I'm seeing here is you have an aircraft that is not dragging wheels on a low friction surface. You have checked and/or replaced all braking system components except the brake assemblies. Does this problem occur only with brake selector in NORMAL, or in EMERGENCY also? Did the crew report heavy braking PRIOR
  19. We had something like this some years back, turned out to be a fault in #4 valve housing. Have you run the sync test box yet?
  20. in "ON" position air pressure is regulated to 40psi (similar to APU delivery pressure), whereas "OVERRIDE" is 70psi, giving your a faster cooler start. On older B & E models with GTC, there was only "ON" giving maximum pressure from engines (75 to 85psi)
  21. Interesting to say the least, but yes, any movement that can be seen I would say is a problem and operation should be discontinued. I had an engine come in recently where the starter mounting nuts were turning loose. There had been a mention (no write up) by the crew of some vibration. When I checked my records for the zero-time run, I had annotated higher than expected vibration in the RGB and compressor at 1.2mils. 1000hrs later both were 2.5. The tip curl on the compressor blades is normal, especially if aircraft has been spending time in the desert
  22. This goes into the area of engineering and black magic. I will sit back and see if someone else has any idea
  23. WE actually tested the system this way this morning - everything is as stated. Good job guys, good discussion. PJ
  24. You know, I've been thinking on this problem. While I dont know the -7 engine, most of it's problems appear to be the same as -15. From time to time we get engines that start cooler than expected. During the compressor performance check this usually shows up as a compressor above the median in NORMAL zone or even in the HIGH zone. Other things that can also affect the starting TIT are OAT and whether you are starting off a GTC/APU or an engine. A last possibility is the starter control valve is opening fully and not modulating air delivery to the starter for a slower, regulated start
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