pjvr99

No idea tiny, when they contacted me this is what they sent. 

Peter sent you an e mail message. Bob Daley

1 – Structures Technician -5000$ TAX Free per month
2 –Engine Shop mechanic -4850$
3 – Aircraft Mechanic – 4850$
4 – GSE Mechanic – 4675$

Tax Free salary (as above)
Additional benefits:
Flight to Dubai
From Dubai they will be getting a secure onwards flight to Kabul
34 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 duration
Accommodation and meals provided – on camp accommodation in secure building
Candidates need to be made aware that they will work in either very hot or very cold as well as hostile conditions

Once CVs accepted, will have phone interview with Client
They will need to process a medical check in their country of residence
Once received, visa application will follow. We will provide info on this later


Contact: Sunette Van Aarde
DDI: +44 (0) 207 500 7986 
Fax: +44 (0) 207 231 4771 
Mobile: +44 7506 722 332 
Email: [email protected]

Highlight emergency controls

Would need to know the OAT and pressure alt at the time

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

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

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 to the problem being written up? 

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?

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)

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

This goes into the area of engineering and black magic. I will sit back and see if someone else has any idea

WE actually tested the system this way this morning - everything is as stated. Good job guys, good discussion.

PJ

ok good job

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

As long as tank(s) have been drained and purged, and all affected CB's pulled and tagged out, there should

be no problem

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.

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

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

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.

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 year or so

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%?

Hi Casey, can you put me in touch with the person who had this problem

Tnx

PJ

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

Picture is shot from behind, seems to be a left wing low

Luv it ...... hahahaha