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herky400M

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Everything posted by herky400M

  1. PJ already looked at the spider wiring? we had a simular problem long time ago, and it was the wiring, corrosive wirings!! TEST SELL? test cell should be better.....:rolleyes:
  2. HELLO C-130 WORLD, THE LATEST TIME WE ARE STRUGGLING WITH THE BOTTLES IN THE LIFE RAFTS. FLYING FROM BELGIUM TO ANOTHER COUNTRY (AFRICA) ARE BOTTLES LOOSE THERE GAS AND THE FLAG IS WAVING! WE THOUGHT ABOUT A BAD MIXTURE: C02/N2 OR THE THRUSTPIN OF THE IN -LINE RELEASE UNIT. ANY ONE ANY EXPERIENCE WITH BOTTLES OF LIFE RAFTS? MIXTURES ECT.... THANK U :cool:
  3. PJ, maybe to late, but maybe your engine anti icing system is operative.....
  4. Dear C-130 world, request guide lines or tec-doc 4 special inspection such as; birdstrikes, overtorque, hot sandy and dusty conditions and many more... Are these in 1 same book or workcards? another question: if you change any booster system such as rudder booster or any other booster on the flightcontroles, does you open a descrepancy check in flight? or is tessted on ground more tan sufficient. (I know tha we have to do the cycles and looking 4 smoothless operation and leaks, but anyway) 4 the engine tec's did you know that RR is playing a new bal-game in hot-sandy & dusty conditions! the earth will be devided in dust zones, and it will be counted in how many FL-hrs spend in these zones. it's just a way ahaed.
  5. hELLO C-130 WORLD, does anyone have any information about accurate tachometers which is used on the union jack insert at the co-pilot side?? howell instruments? thx in advance!! bob
  6. PJ, the canon plug removed.... aint it the same as null operation? what is the influence in the power settings? ok there is no input of the TD Ampli no more! very curious! greetz bob
  7. these facts and figures are from test bench, other facts and figures are from home station engine runs. null is the same story, and we have solid states "raven type" the try with the td amp canon plug removed, didn't do it but will try it! the TIT gages are electronic, glass cockpit, and test bench fully automatic computer! thx 4 inputs
  8. HELLO C-130 WORLD! I’m investigating the cold and low starts on the Allison (Rolls Royce) T56-A-15 engines mounted on the C-130’s. More than 50% of our fleet suffers from low start and cold starts, if we go further we also see that later on some of the turbines are cracked on their 2nd and 3rt stage. Clearly it is burn thru.  Low starts are following technical documentation no problem but it’s an indicator that there is something wrong, low start definition for our opinion is the following: between 720° and 780°C TIT with a normal start time.  Cold start is stated that everything is bad below 720°C TIT. Normal reaction for maintenance is adjusting the NULL orifice on the td-valve. In the wiki part you’ll find what we know in the fuel system and temperature management on the engine. Wiki: • Our fuel control units are modified to COIL 1536 (commercial overhaul information letter) this means that they reduced the fuel with a ratio of 26PPH during start sequence. (part number 440970-3 or 440970-4) Also there a not many problems with FCU’s and they have an average between 9.000 and 16.000 flight hours without major overhaul. CIT bellows influences the start system, but we cross referenced a few and until now the measurement is in limits. • Our compressors suffered for many years low zone indication until for a few years ago they did power recuperation, and the gas path is almost optimal, good performances are measured. A regular compressor cleaning is established with hot water and hot soap mixture. • Thermocouples; these are tested for the electrical junction but cold, also the air inlets are measured for physical deformation. The thermocouples have an H-factor of 75. We bought a new test set where we can measure the out put from the thermocouples when they are heated up, but it did not arrive yet. • Td-valve, this item has also much flight hours same as FCU between 9.000 and 16.000 flight hours, these parts are regularly send away for repair, never had got an upgrade or parts changed in side. Our td-amplifier is a : branch RAVEN. • We seldom have problems with the harness and the Y-cable. • Fuel nozzles, these are tested every 90 day’s. They are removed and placed on a cleaning rig, checked the spray pattern and are put back into system. A new technical compliance is done on almost all of them. The cleaning rig isn’t a calibration rig. Cleaning fluid is used. ANY USEFUL INPUTS?? THX
  9. I agree with PJVR, did you do the test with the td-tester and put cetain TIT values thru this tester and it should indicate whitin 6°C TIT.
  10. hello c130 world, I posted this thread a few years ago also but once more: here we go, during ground tests several positions are taken normal speed GI, Fligt Idle & reverse. during these test we have to take note of the values of; TIT-FF-Torque with the OAT and the Barometrical pressure we have to plot this in the charts of the different throttle settings: what we have is that in 95% of the cases the FF above the limitation is FI and REV..... does anyone of you guys have the same experiance?:confused: can it be that the graphs are wrong? and yes we apply the correction factor! DB-0-71-00-0-3-0905 flight idle power seting chart
  11. Hello C-130 world, can anyone help me finding a new test rig for the fuelnozzles (T56-A-15), clean rig - spray pattern - diffrenent pressures.... ect e few compay names will do thx! .be
  12. I agree with the quotes above, but how can I prove this? written somewhere in any tec-manual or operational manual? thx !!! .be
  13. Hello C-130 world: we have to do an overspeed inspection, yeah I know new drivers at the wheel and oeps.... My question is not how to do this, but does anyone has a part number of the outerwing supports?:cool: The jacks which supports we have but the, I think woodenblocks, they broke (old material) any sugestions? one of them is to copy the old ones :confused: partnumber? NSN? buy of the shelf? thx !! .be
  14. Hi, look into the loadies manual -5, otherwise leave the broken one on the plane so no problems with WB, but we have to fly VMC.
  15. Hello, we performed with one of our Herc's a high speed taxi test several times and the lights did'nt came on. the crew sensed that the anti skid was working but no lights on the control box. any sugestions?
  16. HELLO C-130 WORLD, WE HAVE A MAJOR DISCUSSION ABOUT THE ANTI SKID WARNING LIGHTS :cool:: DURING LANDING AND USING THE BREAKS WHAT DO THE ANTI SKID WARNING LIGHTS DO? A) STAY OUT? FLICKERS (BLINKING) C) COME ON AND STAY ILLUMINATED DURING THE BRAKE MANOEUVER D) SOMETHING ELSE (PLEASE EXPLAIN) THX 4 COOP BOB :)
  17. hello C-130 world, we did actually the test with a dynamometer and a C-130 ==> 81.000+28.000lbs needs 2200lbs to move forward, after wise in movent only 660lbs. nice to know!
  18. gents, they, wheelchair users 50-100, going to try to move a C-130 and roll for 100 meters(328ft), full fuel and a payload of 16.000lbs. just 4 guinessbook
  19. Hello C-130 world, just out of curiousity : what is the wheel rolling resistance of the C-130?:confused: happy new year and a good health to everyone and lots of C-130 love!:cool: herky400m
  20. Bonzo, sorry late reply, nope no new hangar, it was the SABENA TECHNICS hangar where our herk was maintained..... and our hangars are stone aged.....
  21. Hello C130 world, can anyone help me. I'm looking 4 sealing which dry's out very quickly with cold temp's. the cold temp's at the moment and bad heated hangar (no heat at all:mad:) the dry time of the sealing is over 72 hrs. we are looking 4 a quickdry sealant. any one idea's and moving to country's where the temp is 25°C avrage is not an option......(though I wish I was overthere)... .BE
  22. let me clarify, what I meant was the bleedair test on the aircraft ==> between engine and bleedairsystem,airco system, leading edge,connections on plumbing ect.. on the engine test stand, we put a man on the stand with the prop in discing and check with our hands or a thermoprobe greetz bob
  23. Hello C-130 world; what is the procedure to check for bleedair leaks, airframe and engine. (149°C or 300°F) we are thinking to use a thermal camera to look for the possible problem. any other suggestions? :cool:
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