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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. 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


  2. 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

  3. 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

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  5. 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

  6. 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

  7. 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



    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 to the problem being written up? 

  8. 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)


  9. 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

  10. 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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