herky400M

It's a though nut to crack, this one... requested Lockheed as Marshall to help

keep you posted

KR bob

hello C-130 World,

1st During flight, crew noticed an issue with the elevator, needing more force input to stay level.

2nd During flight, crew noticed an issue with the aileron, needing more force input to roll out (they were in a turn).  After aborting the mission and turning back, they also noticed more force needed to move the rudder. Controllability check was performed and crew landed normally.

• history tells us that the technicians mixed H515 with H537 hydraulic oil, the percentages can not be defined.
• the whole mechanical system is checked, cable tension ect...
• motion was checked and free of any rubbing
• hydraulic system will be flushed and all filters will be replaced
• oil sampling done, no abnormalities found, no debris found....

any other suggestions?

should we look into the mix of both hydraulic oils? viscosity ==> pressure issues per inch²

thx4coop, BOB

gents,

take into account when replacing or reinstalling the fuel nozzles it self with a protecting cap!

this will prevent damage to the threat size of the nozzle and leaking of course :-)

KR bob

Hello C-130 world,

just out of curiosity, why does the C-130 have a left and right brake pedal (pilot - and co-pilot side)??

the best 2017 to ya all

herkya400m 

hello C130 world,

we had recently on a C-130 a lightning strike, except the usual inspection cards, are there any  other inspections needed extra on your opinion.

KR, Herky400M

C-130World,

we have an engine who indicated low performance on the test stand:

• the turbine and compressor have the almost the same Flight Hours,
• -power performance 96.7%,
• compressor EST 117 psi / OBS 114psi ==> so normal zone.

2nd attempt brand new overhauled turbine full potential, same compressor as above but the results were very bad   92.7% power performance, compressor

Compressor perf done with CDP ESt 107Psi/CDP OBs 114 Psi Result : Compressor LOW ZONE.

Power performance:

• OAT          55°f
• BARO      29.97inHg
• TORQUE 19115 inLB
• TIT            1050°C
• result 92,7%                                                                

hmm, Question why suddenly low zone compressor and why suddenly low performance

has anyone heard if the graphs are reviewed to calculate the compressor performances?

best regards HERKY400M

Gents,

we have 8 different engines,

3 were installed and removed on/of the aircraft only 378 FH

one of the affected ones : last repair 15228 FH @ SOR (source of repair), overhauled @12298 FH ( total FH 15761 (1690,0 cycles)

we are a little bit in the dark here

BR bob

To PJVR,

can you tell us how many cycles the rejected spacer had and what Part number they have.

To the C-130 world, any other information is very welcome, we have a 7th cracked casing 

thx4coop bob

Thx guys

bob

C-130 world,

we are experiencing a lot of problems with the Turbine rear bearing support casing cracks.

on several occasions (6) the casing is cracked near the mount clamp of the tail pipe, at the had band or between the had band and mount clamp

Does any of you guy's experiencing the same issue. Does anyone have any suggestions why?

AD info:

1. turbine boroscope done no cracks on 1st stator
2. prop is dynamically balanced
3. no discrepancies of pilots/FE concerning special issues on the defective engine

any help is welcome, meanwhile we will look into the this problem aswel.

best regards Herky400M

P, thx 4 the answer, do you use any TO or guideline, or is this purely out off experience.

I know that every approach is personal and I look at a certain way to this and some else approaches it from his:her way.

are there standard samples? how do you manage this.

best regards Bob

Hello C-130 world,

how do you guy's measure the magnetic pick-ups,(RGB & Accessory drive)

• what's the tolerance of debris
• what is the restriction
• what is the interval
• reference documents
• special requirements (debris meter / microscope)
• ect...

thx Herky400M

hello C-130world,

during 1 of our missions, an engine was wet of oil on its acceleration bleedports.

After an engine change, engine was tested on the test bed and we changed about everything, but still a flood of oil in the torque shaft housing and through the compressor, again wet bleeds.

we changed the scavenge pump on the accessory, we changed the checkvalves on RGB and Accessory gearbox....

we follwed the guidelines of the service news vol15n°2, still the same issue

What we didn't change, due to time consuming and not possible while hanging on the METS (test stand) is the RGB suspect the failures of nose and main scavenges pump...

any other suggestions...

internal leak? a cracked internal diffuser scavenge tube??(can we check this with a borscope?)

best regards Herky400M

first of all I wish the whole community a nice and healthy 2016

A question,

related to the power performance; what is the difference between

• a bare engine on a test stand
• an engine in a nacelle on a test stand
• an engine on wing

1. installation effect?
2. measurements?
3. other influences? weather, wind, humidity
4. ......

thx for coop, bob

like PJ stated.... go out and explore, read the aircraft form and try to look for a solution for yourself, than compare it with the solution written

 and don't forget to ask the old dogs for advice

C-130 is not a Pandora's box but sometimes it is black magic

for any question we are here to help!

HERKY400M

Hello  C130 world,

does every/any military  technician in aviation has a license part 66 and part 147/145?

A test bed (test stand engine) are they also require a license part 66 or is the formation in house? also back-shop tec's do they need a license as well?

with all new regulations in aviation safety, the senior tec's who are not licensed can they have an equivalent license?

please let me know!

best regards bob

Larry, sorry it took awhile.

No I don't have acces to a Rolls Royce rep. A few of my NCO's went to Indiana to follow o-level course T56. And they stated that blade cascading was no problem for the first 3 stages of the compressor.

how can I get acces to the Rolls Royce rep?

BEST REGARDS, Bob

FW, thanks for te-he reply, I'm convinced, but if I do not have any paper which says that this is not approved by FAA or EASA. Than in aviation you go no where.

BR bob

C-130 world, we have an engine which broke down 4 starters and 3 generators, all  where broken similar.

due to this problem, we did an investigation,

• no debris was found on the magnetic pick-ups.
• Compressor damage was found on the 5th and 10th rotor where trailing edge blade tip curling was seen ( bent down in the rotation sense)
• oil filters where not abnormal dirty, but little bit more carbon dust

  can the axial horizontal play of the propeller shaft in the RGB cause the problems, the parts, starter and generator, broken down and the compressor damage?

on the METS (mobile engine test stand) we can see that the pump housing is going FWD and BWD when changing the power lever. the largest impact is low-normal speed and vice-versa, GI to FI and vice-versa and pulling to reverse. you can compare it with a drill machine making hole in concrete.

any idea's...

br bob

FW, without hard evidence or proof, it's hard to state this to our civilian company, until know we have 4 compressors where a blade was ripped of and damaged the rest of the compressor and turbine..

BR bob

Fritz, thx for the info. can you help find the document where it's stated that this is for industrial ground engines only...

if anyone else has some ideas, please do send it

best regards bob

Maybe you have a splitline leak on your compressor, a heat deflector will do the job.

Check your electrical system as stated, humidity can be a bad player. 

Can anyone explain to me the compressor power recuperation.

As far as I know is the they put stage 1 blades or other blades futher back into the compressor...

if the blades are reused  how fast are they deteriorating? how hihg is the risk whenif they brake and create FOD in the compressor....

if this is the case, than for how long does this compressor can go on, I expect less than an new one.

when the blades are worn more quickly, the dimension of the inner compressor will become larger, so compressor discharge will be lesser...

a lot of questions

PJ maybe you have a quick response to this

best regards bob

the pitot tube in the airintake have no influence in your starting sytem, unless you are living on a high altitude.

Pebbles, we had a similar problem, and if my memory is correct we send it to overhaul/repair, I'll try to trace what the outcome of the problem.

try to find out!!

herky400M:cool: