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Steve1300

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Everything posted by Steve1300

  1. If it appears fuel quantity increases with air speed with an aux tank, then there would be air flow pushing on the bladders of the aux tank. When the bladder is compressed in this way, the fuel level seems to climb. In a way, it does, since the actual level of the fuel rises. There is a panel inside the wing box that gives access to the inboard most bladder. We have had this panel not installed once and the bladder crushed the fuel probe. I don't know if anyone is checking this post from over a year ago, but I haven't been here in a while.
  2. Well, someone at one time seemed to think that loss of air-conditioning in the flight deck was a grounding item. If the flight deck flow control valve doesn't open normally, it can be pulled open. If it can't be shutoff normally, it can be shutoff manually. However, mid 70's, someone thought that it was not necessary and they took that part of the system out. I have never seen it intentionally used, but it has been unintentionally shut off many times. Interestingly, the temp control boxes will still drive the temperature system to cool with the master switch off if the system keeps running and there is an overheat in the ducting. I can only guess that the designers thought that someone would manually turn the system on?
  3. I think we might be missing part of the procedure here. In our checklist, the test is the Fuel Governor and Pitchlock Check. As far as the pitchlock goes, it doesn't matter if the TD system is in auto, null, or locked. Of course, auto and locked will permit overtemp protection. However, the fuel governor check requires that we can compare a specific fuel flow to a specific RPM. Apparently, those who provide us the chart for adjusting the fuel control governor to get the proper fuel flow do not want the TD system altering the fuel flow. It appears they want "uncorrected" fuel flow for whatever RPM the fuel control limits the speed to. It is easy to do, painless, and that is what our procedures require. Why not?
  4. Yes, we still have to check to see how much torque is required to tighten the propeller retaining nut prior to removing the prop. If it is too low, we are to damage the propeller shaft so that it cannot be reused. Of course, that would mean that we would have to change the gearbox if not the engine itself.
  5. Sounds like Ramrod has done a few ramp and door rigs. I have also found the blocks mounted under the forward end of the cargo door to be the incorrect dimension. We had four of them found to be 1/4" too tall, and they contacted the ramp early - lifting the door when they should not have. I don't have my notes with me now, but LMCO can tell you the top angles of the lock saddles in order to ensure that you do not mix the saddles up. Once they get crossed, you will find the #2 locks tight and pull your hair out trying to get it correct. Bushings are a big issue, and they are easily missed because they are invisible to us unless we remove the ramp. However, the easiest way to see if anyone installed them vertically instead of horizontally is to check for side-to-side movement of the ramp and the actuator end. Lockheed Service News gives a method of checking for the proper amount of play. If the play is not there, the bushings are installed incorrectly.
  6. I've also had one because of the twist in the connector at the prop itself. The "power in" wire found a ground when the insides turned and the wires crossed.
  7. I am not referring to the one who does gay comic books! I am asking about the Herky Bird drawings. Does anyone know where I can find them online? Is there a book of his drawings that I can get my hands on?
  8. We do have one, but we have not experienced the problem you mention (that I know of). If we did, I'd be sure to readjust the governor, though.
  9. We had an overhaul facility rebuilding our fuel nozzles, but they were not doing ALL the tests after the rebuild, so they were sending them back to us without a certain leakage check. After having to replace the nozzles a couple times for the fuel smell in the AC, we asked about their testing methods. They had to revamp their checklist to correct the leakage that was getting through inspection. The smell is different from the one we get after a compressor wash. It isn't any more pleasant though.
  10. Fuel nozzle leakage. New Engines or those with newly overhauled fuel nozzles sometimes experience this. We found that our overhaul facility was not doing all the checks on the nozzles they were sending us, so we were getting back nozzles that would lead around the head and make the air-conditioning smell really bad.
  11. It would help if I could see your setup for checking the balance to see if everything is being done correctly. Also, ensure that your scale is in calibration and being place in the correct spot for weighing. If nothing has been done to the aileron and it is out of balance, it either has always been that way or some critter crawled in there and died in an unfortunate location. If you are doing everything correctly and it still will not come back to the limits, then you'd either have to get engineering approval to add more weight or you'd have to replace your aileron.
  12. Steve1300

    gtc

    Measure your current draw to the starter motor. It may well be only a short in the motor.
  13. I have found that problems like that are best worked on AFTER reindexing the asymmetry brake switches correctly. Too often, the problem goes away after I do that.
  14. Thanks guys. When it gets back, I'll get a chance to check it out again.
  15. I would expect the aircraft to yaw right (is that what "wink" means?). From F.I. to G.I., it still puts our positive torque which would pull the left wing forward more than the right one. I would also expect that your prop is not dropping past the low pitch stop every time in the same manner as the others.
  16. If I was flight crew and not a maintainer, I would believe that I don't have a problem. However, I am using an accurate tachometer, and my maintenance limits are 96.3– 99.1. The plane is not here now, so I guess I'll get to play with it later.
  17. Complications. If you don't need the extra junk, keep it maintainable. The Herk has enough to cause a big workload without doubling up with systems that don't do more than the original. It used to be good just to have autopilot and AC. If we were a non-tactical aircraft where a huge rear area maintenance base can sit in a high-per diem area, OK, but many times the Herks are down in the dust being flown around the clock. We really gain nothing by complicating systems that have worked well for over fifty years.
  18. Lightning strikes, computer malfunctions, maintainability in a combat environment. Probably the same reason that many of us get frustrated now when our cars act wierd and we can no longer do anything to fix it ourselves without expensive test equipment. It is better, when the chips are down, that we know that our hands are controlling things and not some programmer's actions five thousand miles away and ten years ago.
  19. We have experienced this problem once before. As you did, we sent the valve housing off for bench check. It was returned as having no defect, so we installed it again. It did the same thing, so we sent it back to the repair facility. The finally called us to tell us that a washer had been left out of the valve housing somewhere which allowed things to shift and destroyed its ability to stop between the two ranges. They fixed it this time. I don't know which "washer" is was, but it was not our imagination.
  20. Your question is not one that I understand. What exactly is happening? Are you saying that your prop goes from 92.5 to 55 degrees and back all by itself?
  21. Blade angle 4 degrees, coordinator and prop rigging good, but rpm at 94.5% (accurate tachometer). No obvious shortage of FF. Torque at power does not indicate a problem. How does one go about troubleshooting this? Thanks, Steve
  22. Firewall sealant, ProSeal 700 or as PR812 under MilSpec MIL-S-38249. The examples of how to see those components can be found in the structural repair manual and the corrosion control manual. See chapter 54-30 for instructions.
  23. I have seen many people change nose tires and think that they fixed the problem because the next crew didn't think it was serious enough to write it up. If you have different crews flying the plane, they all seem to be concerned about different problems and not all of them get documented. It is only after a nose wheel shimmy gets bad that everyone complains. There is also the fact that a shimmy does not necessarily show up on every landing. Runway surface and condition can initiate a shimmy. A different runway with different conditions may not initiate it, so we call the problem "fixed" when it actually is not. Also, the pressure on the nose wheels can contribute to whether or not the shimmy happens. We are fooled into thinking we fixed it with new nose tires when it does not happen on the next flight. I've seen a lot of wasted nose tires when the problem was air in the steering actuators and worn scissors bushings or rod ends. Of course, the tires are easy to change, so ...........
  24. I'd bet that the guys at JAC could answer that. Mustafa and his guys surely will know. You should have positive indication of pressure by the time the engine is started and full system pressure 30 seconds after that. Steve
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