ec130

Is the extra cooling effect that you have oil cooler augmentation? if so, any downsped engine with it on will greatly cool down, natops is correct too, on symmetrical engines you can bump the throttles up when in LSGI just before it goes over the gate and draw more air past the oil cooler if need be.

how rich are your fuel controls? this can be accomplished by putting the engines at 900 TIT and going from auto to null. if it rises its rich if it lowers its lean. if its super rich you can adjust the bellow on the fuel control to lower the amount of fuel scheduled to that engine. You will have to accomplish an auto and null start to make sure its still in perameters, if not you can adjust the td valve for minor amounts of fuel.

You will not get anywhere near 19.6 out of the engines at reverse as the reverse blade angle is set to -5.5 to -8 at 96-106%rpm, flight idle blade angle is no greater than 17 so you can imagine take off blade angle in relevance with the amount of air its pulling compared to reverse. You need to make sure that your reverse torques on symetrical engines are within 1000 in lbs minhas to make sure that you do not get a yaw when landing and going to reverse. if they are out of limits there is an adjustment on the left side of the valvehousing under the cap, its the hex head with the sheath around it. other than that you arent going to rip the engines off the wing from going all 4 to max reverse when landing.

agreed, more information. button out is at 60%. so did you button out and rpm decayed? did it flame out? more info please.

I am experiencing an rpm and torque flux. rpm flux has been confirmed on generator frequency as well. torque is fluxing 1500 inlb at 1010 no rapid throttle movements. I switched to mechanical same problem persists. I changed the valvehousing with no avail. Im looking into synchrophaser system now, its a shot in the dark but this plane has had a history of synchrophaser issues im going to throw a synch and pulse gen at it, perform a resynch and see where im at. Ill update after that but in the meantime any thoughts? *update, new pusle gen and synchrophaser, problem still persists but wouldnt hit 1500 in lb flux like it was previously now its around 1000 but the change could be from weather conditions. fuel flow is solid tit is solid. ***The fix After running the plane with an accutach (digital indication) I noticed the rpm indication on #4 rarley jump to random numbers as high as 900% for a split second which I never noticed on the analog indication because the guage cant react that quick. I changed the tach generator and problem solved. So I learned something new today, a faulty tach gen can drive a torque flux due to it being wired into the synchrophaser.

its good to see a few " chronologically advanced " people so inthusiastic about the 130 still

we did eventually figure out what the issue was..remember how i noted how the crew had no indication of yaw at the highest " indicated " torque flux? well anyways..it took a lot of teamwork from electronics and us to figure out what the problem was..there was a ground wire to the inverter that would randomly short out that was causing the guages to go sporatic.. i think this is why we had such a hell of a time duplicating this one on the ground..after a valve housing change, dome seals, standby filters, syncrophasers and torquemeter pickup, and a pulse gen this is what eventually fixed it..go figure right

cant forget the " hell hole"..area below the flight deck..

35-40 psi from your gtc is normal..you may have a valve issue coming from the gtc. are you getting slow starts from the gtc? if you have a valve stuck half way open you are still going to get your 35-40 psi off the gtc but the volume supply of the air is going to be drastically reduced. i would check your load control valve located in the left wheel well right above the gtc.

yes we did eventually figure out what the issue was..remember how i noted how the crew had no indication of yaw at the highest " indicated " torque flux? well anyways..it took a lot of teamwork from electronics and us to figure out what the problem was..there was a ground wire to the inverter that would randomly short out that was causing the guages to go sporatic.. i think this is why we had such a hell of a time duplicating this one on the ground..after a valve housing change, dome seals, standby filters, syncrophasers and torquemeter pickups this is what eventually fixed it..go figure right

we did eventually figure out what the issue was..remember how i noted how the crew had no indication of yaw at the highest " indicated " torque flux? well anyways..it took a lot of teamwork from electronics and us to figure out what the problem was..there was a ground wire to the inverter that would randomly short out that was causing the guages to go sporatic.. i think this is why we had such a hell of a time duplicating this one on the ground..after a valve housing change, dome seals, standby filters, syncrophasers and torquemeter pickups this is what eventually fixed it..go figure right

we have had a reoccuring problem in which the torque will flux well over 1000 in lbs sometimes it just one engine sometimes its two never the same ones though..there is no change in rpm tit or fuel flow..havent been able to duplicate the problem on the ground and the flight crew claims there isnt even a slight yaw at the highest peak of the torque flux..?? stumped on this one. anyone??