herky400M

hello C130 world; can anyone give input concerning the time intervals for prop-servicing :cool:

refering to what kind of tech doc

thx, bob

Hi, C-130 world: does any of you are using the new HOWELL TC tester (H394 or H395) if so can somebody give any comment on this

link: www.howellinst.com

thx, appreciate it

PJ, did you changed the probe in the exhaust?

greetz bob

Natops1 have given the correct answer. And if you want to do a test:

select TD switch in NULL, start engine, go over X-over (66°), open the engine anti ice system, and you will see a descent in TIT!:p

It's during FCF, so are the engine anti icing systems on???

or have they been on during flight???

hot air passes over the CIT so it's influencing your start...

greetz

This particular FE has a job a to accompany new FE's. and out of the blue this question pop's up. So my answer was: if the TIT indication and the oil temp indication are the same before the 1st start of the day, then there is nothing to worry about! wheather influence is the key player to the difference in left and right wing....

but anyway:

pilots and FE without maintenance are just pedestrians with flightjackets and funny sunglasses :cool:

C-130 world: I repeat my question, what is the max TIT difference between each engine?

ex: #1 indicates 18°C

#2 indicates 22°C

#3 indicates 17°C

#4 indicates 13°C

OAT = 16°C, clouded wheather and a bit of sunshine and a bit of wind...

so shouldn't I have same TIT's.....as the OAT?

What I personally do is verfy with the oil temp's, and if they corresponds then 4 me personally it's ok, but the FE's need an explanation...:eek:

any sugestions??

hi, did you checked the light-house? Sometimes there is leak and you have a should have a coocked oil on it. You can test this if you connect the lighthouse press and if it variates more than 13in/Hg or the needle is going up and down.... this smeels like burned oil.

also did you checked the transfer tube in the turbine, if this is wet.... change it.

greetz BOb:rolleyes:

I've think he meant that they where in CUVE position, this position seems that they are in feather but they aren't! CUVE position is used when they are in hostile enviorment when ever APU/GTC will not work anymore (no electricity to give ACvolt)a buddystart is required, and the CUVE position of the blade is the best angle to start.

greetz bob:D

the anticipation time is the reaction time between null and Auto or vice versa!

it can be tested with the "yellow box" the tester but in real situations.....

anyone have an idea about the coil...or sil.. see @ top

greetz bo

Hello C-130 world; bright question: what's the max TIT difference between each engine staticly......

I know 6°C TIT between the indication and Y-cable

10°C diffrence in run

BUT both indications are engine only not between each of the 4 engines...:D

Hello C-130 world, does anyone have slow TD-valve anticipation on the A-15 models?

A colleague of mine in NewZealand had to change the motor and gear train in the valve. Anyone did the same and any SIL or COIL on this?

greetz Herky400M

Hello C-130 world, can anyone tel me the value stamped on a thermocouple?

emf value?:eek:

Hello C-130 world, I need your help:confused:!!(T56-A-15)

I have a task looking into a problem: we are struggeling during a few months with:

1) during the latest times we have a lot of cold starts (more than 50% of the fleet) which are starting lower than 750°C TIT or around it (<780°C in several OAT's and hight Levels), but normal start time(<60'').

2) Equal to another problem high FF consumption @ LSGI, HSGI, FI and MAX REV => if I have to plot this, it's out of the charts or in the upper limit.(try this, it's FF VS TorqueVS TIT)

So what I'm sure of is that the TD-system functions correcttly, thermocouples=>ok, Thermal block => ok, Y cable=>ok!

Everything pionts out to the Fuel Control!

but what causes this problem and what to prevent. (in long therms we can save a lot of turbines)

my mindmap:

Can there be a correlation between the cold starts and the high FF consumption?

is there a malfunction of the cit and or cip? ( belows rupture)

is there a degradation of the acceleration rack in the FCU?

any sugestions?

We are using the TM 382C-2-3 in case ur looking for the chartes (9-2, 9-3, 9-4 & 9-5)

greetz bob:cool:

I've got an old copy of a tecSGT from Little Rock, so it exists, and I asked the same question awhile ago, but there was an argument about legeal get gov property spreading on line. still no answer. hopefully with a result

greetz Herky400m

Hy C130 world: I've got a small question for de FE's or tec's When you're on a mission abroad and and you're flying small mission, and at evenings your back with the maintenance people, do you take spare parts with you so you can repair or change parts on de aircraft?

in the BE AF, we for example take a main wheel with us in case of, also a fly away kit with a few extra engine, APU and cell parts so the FE can change them. jumper plugs (speed sensitive switch, ignition relay)

I don't speak in a hostile enviorment.

any info will do fine, thx

greetz herky400m

Hy C130 world, I had got a simular problem, but it was just the fire indicator who was blinking!

I'm for the moment @ Kisangani (Congo) where we had an night of pooring rain, and in the morning the master warning light was flashing, but no T-handles.

I did the test to look what engine it was, but no luck

I thougth it was the relay, so I gave it a little smack.

Than we ruled out by pulling CB's, and it was the turbine Overheat! #3

we opend the tail and water was flushing out the section, we checked all probes, they where ok, but the connector on the lefthand door was full of moister and full of humidity, cleaned it, put some silicone spray in it and done.

look for moister and humidity in the contacts!

greetz from CONGO:D

hello FLYBOY773, is it alright to send the combat reference repair guide:)

hey peter, it's a long time ago, I had to change my nickname:p, forgot the other one.

What I did when I was working on the test bench is try to narrow the gap of start temp without toying with the TD AMP, it is adjusted with the Tec Manual, 820°C start temp, 1077°C max Temp, 566°C bias, 1077°C slope

1) We sometimes had complaintes that the TIT on engine 4-2-1 are lower than the one of engine 3. So I explained that we fire up with bleed air press of an APU (GTC) 40PSI and that an engine 4 -2-1 are fired up with bleed press of at least 120PSI so this a diffrence

2) CIT adjustment says that we have to measure the bellows!

3) May we readjust the CIT if C-130 is @ homebase o the origenal pos?

4) I still don't have any doc refer or defenition what a cold start is:cool:

the belgian guy

quote: attitude is a little thing that makes a big diffrence!

Winston Churchill

my email adress: [email protected] or [email protected]

it is best to try the last one because our mil spam/anti virus filter is quiet heavy

by the the hello peter,

I had to change my nickname because I forgot the old one, yeah sometimes.

at the moment I'm working on the first line 15W, I was recalled of the test bench:(, a quarrel and a heavy discussion how to maintain 2 test benches... and an officer always have the last word so:rolleyes:

Hy, C-130 world, I had a discussion with my colleagues about adjusting the CIT ballows of the FCU (fuel control unit), you have to measure something at the back end, but what exacly. it is very unclear.

I know that if the Elmendorf aircrafts fly towards Pope, they have to adjust these bellows. to adjust their start temperatures.

We experience the same problems if we fly from Brussels to Kabul .(high alt and cold)

the start temps are very low but not cold starts, by the way what is the defenition of a cold start.... less than 720°C TIT, any technical doc to refer to? :eek:

thx in advance, de Belgian guy

hy C-130 world, I'm looking for an instruction/reference guide concerning combat repair procedures :eek:,

I've got one of a guy I knew from Little Rock AFB of august 1983.

Is there already a newer version? in PDF format?

thx, the belgian guy :cool:

thanks for the info:)

Hello C-130 world; on the T56-A-15 there are several kind of oilcoolers used.

those with augmentation and those without.

my questions: 1) what kind of inspection

2) daily bases, monthly...

3) diffrences