nosepicker

Hello, Does anyone remember how to use the old performance slide ruler? Allison part number 6799970. For example: TIT:1000, tq:19600, OAT: 10C, PA:-250ft. I can’t remember how to use the slides? I get stuck at the corr installation effect thanks

I use a ruler with toilet paper taped to the end of it. Works good and it's cheap....budget crisis and all.

We are using the PDA handhelds. As far as your question with regards to the % difference in the performance calculation between older and newer version of the software, a correction was made to the press/alt calculation in one of the more recent versions of the software that could have resulted in a 1-2% difference in the results from prior versions of performance calculation. However the current version of the software gives you the most accurate calculation available. When talking to our Field Service Team engineers they said that that the algorithm also changed. How true this is I could not tell you. We now use version 3.1 and it's the same as the old HP calculators. Service Information Letter SIL 94-10 has PN's and more information as well.

[ATTACH=CONFIG]3310[/ATTACH] This happened last year or so ip here. Feathered the motor and one blade did not want[ATTACH=CONFIG]3310[/ATTACH][ATTACH=CONFIG]3310[/ATTACH] to follow.

I have found that the tailpipe vibes that I encounter are high freq. The lord mounts and prop balancing are low freq. I'd throw the chadwick on the RGB/Compressor and do a torquemeter runout.

P/N:RE5-FY4CEX-00 Don't know who makes it.

I'd sure like to have it too [the formula]. As far as I know there's 4 methods to get it (correct me if I'm wrong): 1) The HP calculator that most of the new generation use; 2) the slide ruler; 3) the nomographs (which used to be in the MIM's and TO's) and now 4) the fancy new iPhone/palm pilot thing (see attached picture).[ATTACH=CONFIG]2657[/ATTACH] After talking to some other T56 guys this new calculator seems to already be out in the P-3 fleet (and they are finding that performance is rising from .3 to 1.0 % by using the new calculators).

Good afternoon all, I was just seeing if anyone in the C-130 world knew of the algorithm for engine efficiency being changed? It's news to all of us -14 guys as well. We got a visit up here (Washington state) from our FST Engineer and he had some new fancy "palm-pilot-looking" thing that was supposed to be the new engine efficiency calculator real soon for us. P/N:RE5-FY4CEX-00. The guys at the test cell were playing around with it and noticed that the numbers it gives are aprox. 1% higher than the old calculator. When the Engineer was asked why this is he said that the algorithm for calculating performance has changed and then proceeded to give a super-smart-sounding-colledge-educated answer. Have you guys seen this new calculator? Or do you use the slide rule or old Texas Instrament one? Thanks, BT

PJVR99, here's the service letter you were asking for.

Maybe Honeywell can't help you but this company can. The point of contact is Delia Murtha. She emailed me the part number and quote from them, I'm sure she can do the same for you. Good luck. Delia Murtha Diagnostic Solutions International, LLC Phone: (909) 930-3600 Ext 226 Fax: (909) 930-3323 [email protected] www.dsi-hums.com

I know this is not the answer you were looking for, but here's what the Engineers at Honeywell had to say about the matter. I got a chuckle from that last statement, just goes to show how often these guys accually run this equipment that they design: "...currently there is no way of interfacing with the torque signal. The Air Force program office is aware of this as well as the other services. Please inform the customer that they need to consult the aircraft maintenance manual for torque run out checks on this upgraded Glass cockpit aircraft. I'm not sure how they are expected to do them per the manual but there should be a solution." I'm sure you could make your own jumper for it, coming straight from the torque meter pickup...with a good engine mech and a good electrition anything is possible.

I don't know why the -15's would have different limits, but the -14's have different oil temperature limits than what you described. (I remember ol' Sam from the Rolls Royce school in Indy taught this too...). Anyway, in our NATOPS and maintenance manuals we can operate for 30min in the ground range with oil temp above 100 and 5 min in the Alpha range. Like I said, I'm confused on why the same motor would have different limits for different applications. Hope this helps.

Don't know if it's what you're looking for but PPI (Pacific Propeller Inc.) has the contract for us (NAVY) to overhaul C-130 and P-3 props, valve houseings and prop controls and they have TONS of cool power points, videos and slides on Props and stuff. http://www.pacprop.com/ The head guy there (Rob Walker) is an ex Marine C-130 FE. I use alot of their power points in my class and they are awesome. Most have animations in them too. And I'm sure you already know about Rolls Royce's customer training for T56's in Indy. I use the Rolls Royce customer training manual every day in my class as well because of the detailed pictures exploded views!

Thanks for the reply NATOPS! Good info.

Thanks for the replies guys. I know about the 40 teeth and the amount of torque that will turn them one tooth is the calibration number of that torquemeter and all, it was just the pickup question that threw me off. I don't think i was clear before. I didn't mean the clearance between the pickup and the TM, I meant the accuall pole pieces on the pickup and how they are offset 0.040" ( _____--------). It's to measure the difference between positive and negitive torque but why .040", and is it just a couinsidence that there are also 40 exciter teeth. Thanks again my T56 brothers (and sisters).

Greetings all, I am currently employed as an instructor for the US Navy. I teach the T56-A-14's (same thing, except your guys' motor is upside down...haha), just kidding... One of my students asked a question today in class that I didn't have an answer for: "Why does the torquemeter have 40 exciter teeth, and does it have anything to do with the 0.040" gap between the pole pieces of the torquemeter pickup?" I referenced my Rolls Royce manual and all my literature from years past but to no avail. Anyone know?