Gmon

I have seen this a few times. Different things have fixed it, from adjusting engine throttle cable tension to replacing springs inside the throttle quadrant. I would look at everything from the throttle all the way the to the propeller valve housing. Check the all cable tension, ensure your throttles are passing all pull checks, and inspect all bearings, turnbuckles, rod ends, and bushings. I have seen engine and propellers replaced and the issue continued. Don't be quick to call first thing you find wrong as the fix, take the time to inspect the whole system.

Where is that picture/diagram from? page 68 of what?

2J-T56-101 used to have a P/N and NSN for the old corrosion carts. It also says you can locally fabricate a cart in lieu of the old corrosion cart. Hydroblaster.com sells pressure washers that can be rigged up as wash carts. Just look for one that pushes 10 gals per min, and an air compressor capable of 100 PSIG.

Does the series IV use the 54h60 prop? It is listing @ 5250 shp.

Don\'t forget everything on the engine is a donkey dick, from the antler drains, to the prop nut removal sleeve. Sorry, I do not know what the bread box is.

All engine control rods should be inspected, bushings swapped for any play. If all rod ends have been inspected, whole gimble assembly has been swapped, and fuel control and coordinator changed, I would look outside the engine. I have seen springs within the throttle quadrant cause such a problem. Does the problem go away with the friction knob when it is tighten?

Series IV is the upgrade to the T56A-15 aka Series III. It\'s significantly differently from T56A-15 and AE2100.

The starter sensing line sounds like a good shot, given the details. I would get new elbows on both ends. I know you have only one set of eyes, but what is the manifold pressure doing when it hangs up? How do the C/Ps on the starter control valve and bleed air valve look? Sounds like the gremlin named Random.

You are correct, Steve. Fuel govern/pitchlock checks goes follows.

throttles crossover

lock valve

retard RPM 1%

hit governing check switches

throttles to takeoff (this is topping/governing)

retard throttles slow back to retarded RPM. (no longer governing)

Torque increase of 500ibs let you know what you are pitchlocked, its normally higher than 500ibs. If its fluxing at this point the fuel control more then likely the cause.

Its the other way around, when you do the pitchlock check, you hit the check switches and that cheats prop into not correcting RPM. Now the fuel control has to play its part in preventing an overspeed. With the propeller pitchlocked, the only thing left to control RPM is the fuel control. If the flux continues in a pitchlock, a fuel control would be suspect. If stops in during a pitchlock, more likely to points to the prop. Its not all definative either. Just when you do a pitchlock check the fuel control is only temporily in fuel governing.

So at this point does it still flux while pitchlocked? Earlier you mentioned it did not, but from your last post I am not sure. If it does you have a fuel control change.

Does problem happen in Null? You say it only happens below cross over? Sounds like a TD system deal, only below cross over. If not, does it flux in mech govn as well?

Disconnect the prop control C/P from another engine that is known as a good. Set-up everything as if you were doing a pitchlock check (throttles above flight idle, norm gov, synch to off, and no master selected) Get all the voltage readings from each pin (with the fuel gov check switch on and also with it off. Check those numbers vs your bad prop. Also check power to and from fuel governing check switch, mech/norm switch, also synchrophaser disarming in the throttle quadrat. A loose wire from any of those switches will prevent an overspeed when the check switch is hit. Does the prop act like its in mech gov? You said no droop, but how is throttle anticipation?

T56 was an Allison engine, not Pratt & Whitney. Boeing C-130J

I have only seen DIRCM mounted just aft of the troop doors, it doesnt look forward looking as (FLIR) implies.

The length is the same, 147 inches from the tip of the gearbox shaft to end of the rear bearing support.

I like seeing everyones inputs. I don\'t put alot of stock in pressurized dip stick. The current tech data tells you to check both, which is redundant. It was someones answer to a string of prop low oil lights. The propeller servicing is an inexact art. You cant be too sure of how much is in the propeller unless you serviced a dry prop.

Lockheed did indeed make some J-models that are not extended. The rest of the J-models will be extended (15ft longer than the norm). The article is way off. I am just guessing but the HUD maybe the \"bigger windows\" that enhance situational awareness.