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C-130 Hercules News
Posts posted by pjvr99
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Ye, no kidding
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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 .....
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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
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75 - 80° by the look of it. common stopping position after feather shut-down
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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.
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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
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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
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Those are the figures from T.O.s and MM's. I will attach my test cell run sheet for you ....
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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%)
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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
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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
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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 ....
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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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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
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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
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Short in the exciter box - i get a lot of that
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ADH vent? sounds main oil pump scavenge element failure. Had one of those last year
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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
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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
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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?
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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 .....
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Need to run your sync box, but can almost guarentee fault is on #1 or #2 valve housing
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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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Job needed
in C-130 Community Announcements & Promotions
Posted
Hey guys
Sandbox 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=0
Thanx in advance
PJ