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


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Everything posted by pjvr99

  1. As long as tank(s) have been drained and purged, and all affected CB's pulled and tagged out, there should be no problem
  2. P3 Orion doesn't have LOCKED on TD system, so my thought on this would simply be to give over-temperature protection at take-off. LOCKED and NULL are essentially the same thing: only the valve is in a position other than NULL.
  3. My first thought would be a defective detector, but also a wire chafing somewhere could be the culprit. NATOPS also has a good point with the window gaskets
  4. Just saw this post, so here's my 2cents. A15 ff xmtr (big black metal block) tends to read higher than charts indicate at lower throttle setting. D22A xmtr (small silver can) appears to be more accurate. My test cell runs both types of engine. I can only surmise this is due to the way each transmitter works. A15 when engine is powered up, you can hear a clicking noise coming from the xmtr. On occasion when we experienced fuel/acceleration problems , this clicking noise was erratic or even absent. The D22 xmtr, is a simple in-line turbine driving a pulse generator
  5. I've found the solid states to normally be 75 to 80v, so your finding is correct. i would be very interested to hear the results of your test.
  6. TC2, I wish I could give you a positive answer and shout out "EUREKA! We have it!" But alas we are going thru the same thing right now. My guys are changing TD valve as a 2nd to last resort, as even my good amp is not performing to spec. DC voltage I am happy with at 26.6v,and both hobart and /60 GPU ouputting 115v 400hz. The only other suggestion i can make at this time is to swap over your indicator and amplifier leads on the T-block and see what happens. There should not be more than 6°C difference at take off. We have found several thermocouple harnesses bad in this way over the last yea
  7. Need more info, ie, throttle position, auto/null, max TIT reached, a/c packs both off, if GTC aircraft was ATM off, what was starting time at 60%?
  8. Hi Casey, can you put me in touch with the person who had this problem Tnx PJ
  9. Over several years I have found this problem on most of the solid state amps. In my test cell, I have a Bendix amp that I use for troubleshooting TD system problems. I have no idea what causes the solid states to do this. My test cell generally runs off the base 400hz generators and i have a large rectifier for the dc supply
  10. Picture is shot from behind, seems to be a left wing low
  11. Well that was easy .... glad to assist :-) Several years ago, the computer system on my cell crashed completely. As an interim measure I installed regular aircraft guages and direct reading guages untill we received the new system. I made the installation dual, so even if the computer fails during a run, all indication continues uninterrupted. You may want to do similar on your cell
  12. In over 500 engines on test cell, I have only ever seen 1 engine in high zone. My calculator shows you should have a normal zone of 95.1 to 102.6. You need to check your test cell guages and transducers, as a start, and also check your thermocouples for correct TIT output. As a rule-of-thumb check, 75degrees on coordinator is very close to 900TIT for a T56/501 engine To check thermocouples, you need to find a way to switch over the IND/AMP wires at the T-block. I have a relay that I switch during the run (for safety reasons, I do this with TD switch in NULL) - a change of more than 6
  13. More simply put, you don't control the engines. You make a suggestion, and if the FADEC agrees, it will respond accordingly
  14. I like the idea of a scoop valve problem. I had one some time ago that would open as the CDP passed 105psi. The odd fuel flow also supports a loss of air theory Another possibility is one that has come up more often recently, where the TD valve is stuck in "TAKE" condition - yellow-box checks good, but has a hard time making take-off power/TIT. Cross-over 'cutback' is something that has been taken out of context. Basically, if the FCU is slightly rich at this part of the schedule, fuel and TIT will be trimmed back when the system goes from normal-limiting to normal controlling. Bar
  15. so with your mil-spec b5 stand jacked up to to work top/prop panel area you discover you need another tool ....... I guess you need to lower the stand completely, then go down on hands and knees, leaning over the edge of the stand to reach your colleague (who has in the mean-time decided to grace you with his presence)handing the tool to you ......... guess it will save a life or limb somewhere ........... :-) p.s.: don't overbalance ...... p.p.s.: how the hell are you going to get that generator up there to change it ...??
  16. Sounds like TD valve stuck in put, or TD amp driving to put condition
  17. I think they have been scrapped, although they were given tail numbers - basically just cann-birds
  18. 406 wing planks were damaged during upgrade/mod and deemed BER
  19. South African Air Forces' 28 Squadron C130B's celebrate 50 years in service today. Well done, the MIGHTY herk!! https://www.facebook.com/twentyeight.squadron
  20. It should stop around the F/I position, so i'd guess something in governor is not working as advertised, or NTS is somehow being actuated
  21. Nothing wrong with it as far as I can see, its just running right at the bottom of its limit. Only thing i would be concerned about is what is going to happen when you come back from power to low pitch stop, as you normally lose 1 - 1.5% rpm
  22. Does anyone have the actual "e=mc2" type formula for performance calculation ............
  23. We use the HP48GX calculator. Itcalculates almost identical values as the old slipsticks, and we also have a DOS pc version calculator which comes up with same results as HP. I have a copy of the excel spreadsheet, but dont use it as the results vary too much from the other 3 methods. Even my own attempts at making a spreadsheet calculator are more accurate (but not enough to use it as anything more than a reference)
  24. Guys, I need some assistance. Can the same test cell be used for T56/501 engines, as well as AE2100? My e-mail address [email protected] Any assistance in this will be greatly appreciated. Thanx PJ
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