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edwardlcy

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Posts posted by edwardlcy

  1. That's all Greek to me. The dual rails are checked during ISO inspections per the workcard.

    CHECK RH DETENT LATCH AFT RESTRAINT BY USING LATCH TESTER PART NO. 11768-

    700 AND T.O. 33D2-37-9-1 OR ELECTRONIC LATCH TESTER PART NO. 51500-100 IAW

    T.O. 33D2-37-11-1.

    Can't help much more than that.

    What's the range stated in your workcard that the detent is supposed to release? For example, with the detent set at 2500lbs, if the required force to release it is 3000lbs, the detent is serviceable or not?

  2. Hi, I have a query regarding AAR cargo system latch testing equipment c130 rh latch tester p/n: 51500-100.

    It was stated in the operating instruction that the latch should release at +/- 10 % reading of latch indicator.

    However when refer to my Lockheed Martin maintenance manual tm382c-9 as below:

    https://www.dropbox.com/sc/qf4znk5hxx0smg5/AAB7l1BJVJWeJ6eYRN7mpkQ5a

    https://www.dropbox.com/sc/31z0444epm6yt93/AAB1Hp_TgNKg9LhTJjQFEQfFa

    I read that during test, the latch should remain engaged at torque 48ft-lbs and latch released at torque 64ft-lbs.. That's a range of +/- 30%.

    I would appreciate if someone can provide me with an explanation on why there's a difference in accepted ranged with AAR latch tester operating instruction and my maintenance manual. Tq

    P/s: do note that my maintenance manual recommends the use of latch tester p/n 11768-70 not 51500-100.

    Image for latch tester 51500-100:

    https://www.dropbox.com/sc/l4yu8r3v4o0ua2h/AAA-e2xMatPcYZqygUT1tAiRa

  3. edwardlcy,

    Not sure if the job guides addresses this or not, and what I'm about to relay is from 15 to 20 years ago. The first choice was the APU or GTC/ATM and the aux pump. If the APU/GTC was not available, someone would have to operate the hand pump and maintain 3000 psi on the direct pressure gauge in the back.

    Ron

    what about if towing from inside the hangar out to dispersal/bay? APU/GTC is not to be operated from inside the hangar right?

  4. Yes,

    The main problem is the very small amount of lubrication inside the starter. after a few minutes the starter will fail and will most likely come apart and damage the engine, cut hoses and electrical wires. Of the two that I know of each time resulted in a FIRE light.

    3505786-1 is the part no. for a newer model air turbine starter, older model starter only engages onto the engine when start valve is open and there's bleed air going into the starter, hence damage will occur when start valve is opened in flight and the starter is engaged onto the engine at rpm that is above the limit. is there any new fail safe built into the newer model to prevent this scenario that is not available on the older model?

  5. hi guys, am in a bind here with this new engine that i just put up. so 95% power is around 17k inch lbs torque, i only got around 16.2k lbs in td auto and td null with bleeds on, bleeds off around 17.2k.

    During advanced throttle it was observed that TIT max at 1083 with fuel flow about 200 lbs less than other engines.. in some runs it was also observed that in td null the torque can be 2-300 inch lbs worse off compared to td in auto. also during crossover, there is no crossover cut at all in auto and null although TIT stayed around 830+, below the limit of 840C. with other engines, there is slight increase in FF when td put from auto to null and slight decrease in FF when td put from null to auto, with this engine however there is absolutely no changes in FF when td select null from auto or from auto select to null.

    There is also a symptom where my technicians reported that the prop becomes harder to turn than usual with the prop turning tool after installing this new engine, requires the strength of at least one and a half man.

    Troubleshooting done so far:

    checked valve housing satisfactory

    checked all bleed air ports satisfactory

    replaced td valve

    replaced and calibrate td amp

    replaced fuel pump

    replaced FCU

    replaced torque indicator

    replaced torque pickup

    i suspect RGB gearbox prop brake partially engaged.. any other ideas?

  6. hey guys, was wondering if there's any reference in the manuals that you guys can share regarding the limitations of wear and tear which requires replacement of the tires....currently we replace as soon as the threads are visible during post flight check....we are using goodyear 24-ply rating tires at the moment.

    appreciate it, thanks!

  7. edwardlcy,

    You could consider a "man on the stand run" if your regulations allow. I had the honor of troubleshooting the exact same problem you identified, Nacelle overheat in reverse. I found the leak at the tenth stage where the bleed air collector mounts to the compressor case at the 3 oclock position. Changed the gasket and never had the problem with that engine again!

    Ron

    yup we do "man on the stand run" too sometimes, but visual for bleed air leak is hard to spot, i'm looking for an easier solution by means of a DIY portable flexi-rod type of infrared or temperature sensor test kit that will light up or sound an alarm to pinpoint location where there is a bleed air leak.

    if you have dye penetrant crack detection kit available, spray suspect area with developer and do a short run - also works great for oil and fuel leaks

    dye penetrant can only be used on rigid pipelines to check for cracks right? can it be applied where connecting pipelines and worn gaskets are?

  8. Hi guys, would like to share my defect with you and hope for some suggestion s:

    As stated, #4 eng wind down during line up in normal speed, subsequent restarts found Fuel flow stagnant at 350 inlbs, rpm stagnant at around 40%, but tit keep increasing and forced to stop start due to over temp, happens when start with TD in auto and null..

    I have already adjusted blade angle, jump triple S, replaced td valve but defect still persist..

    What else should I look at? Could it be compressor stall? I'm at FOB with limited facilities, hope you guys can throw me a lifeline tq.

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