pjvr99

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

Ye, no kidding

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 .....

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

75 - 80° by the look of it. common stopping position after feather shut-down

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.

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

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

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

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%)

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

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

96% of what, NATOPS ....

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

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

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

Short in the exciter box - i get a lot of that

ADH vent? sounds main oil pump scavenge element failure. Had one of those last year

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

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

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?

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 .....

Need to run your sync box, but can almost guarentee fault is on #1 or #2 valve housing

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 new amp or a bit of careful tweeking of the NULL orifice and the CIT can bring everything in line. Recently these things just had no effect. Chatting to a test cell operator in the US, he told me that he had installed another TIT guage in his cab connected to the AMP terminals on the T-block. I did the same and damn near had heart failure - with 1080°C showing on the IND side, I was only getting 1060 or so on the AMP side. Changed thermocouples and harnesses - voila! problem solved. I have now made this a fixed check on all engine runs when we do the TD system checks. Referance for this check can be found in 2J-T56-56 SWP 058 03 Sect 15

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