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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

munirabbasi

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Posts posted by munirabbasi

  1. On 9/18/2020 at 6:14 PM, Badiul Alam said:

    Hey....hery world. I have a problem with One of our new, OH prop ( No 2 posn)which is fail to pitch lock. Synchrophaser operation ck, slave follow both 2 and 3 master, RPM goes upto 104.5% fuel flow also 1400-1350 but rpm does not reduce like no 3 prop which is pitch lock SAT with the throttle movement with check switch is actuated. Low pitch stop adjusted, pitch lock regulator replaced, no joy. TD controlling unsat. Any suggestion.  

    Replace  the  FCU

    Munir Abbasi

  2.  

    On 9/26/2020 at 10:16 AM, Taimoor said:

    Hello there has been an issue regarding the material of intermediate Control Rod on Allison T56 A15 engine on C130 E models. Can someone guide me about the material from which these rods are made (is it non ferrous or stainless steel?) and what NDI Inspection is to be carried out on these rods (FPI or MPI)? 

    Please see T56A-15 and C-130A-3 publications and contact to AFZAL LAB for NDI

    Munir Abbasi 

    home of Hercules Pakistan

  3. 23 hours ago, NATOPS1 said:

    The only explanation I can offer is the No 1 Blade is the reference blade based on the location of the pulse generator therefor  it is a know location from which a measurement/ adjustment of relative position can be made during operation.

    Thanks

    Munir Abbasi

  4. On 12/14/2019 at 9:36 PM, NATOPS1 said:

    good work!

    NATOPS1

    Anti-skid Control Box PCB A2 was burnt out what is reason behind it?

    Do not test ant-skid during while aircraft is taxing (IC-130B-1 caution) if the testing is  carried out during aircraft taxing what happen with the system.

    Munir Abbasi 

    Home of Hercules

     

  5. 2 hours ago, pmostafiz said:

    7B engine. At first start, starting to was 810 but on the same day at 2nd & 3rd start, starting tit was 780 & 760. So many time we found this happened. Can anyone tell me what is the reason behind this to reduce starting tit at 2nd start.

    What is selection of TD SWs. Null or AUTO

    Munir Abbasi

  6. On 12/27/2019 at 9:39 AM, NATOPS1 said:

     

    Unless I misunderstand, the No 1 Blade is shown at 12 O'clock for both the No 2 and No 3 Master prop selected.

     

    Can you rephrase your questions? Not sure what you are asking as it seems there are many different questions.

    "why the phase angle relation of No#3 Blade only with master."

     

    "Any dynamic reason opposite blade of No.#1 to No #3"

    If you see optimum blade angle relationships  phase angle measure opposite with No #1 blade to No #3 for example  20 degree angle lagging or leading to  No#3 to No#1 blade

    Munir Abbasi

  7. Hello propeller expertise

    Optimum angular relationship shown in diagram master of No #2 or No#3 with respect other slave with NO # 3 blade AT 12 O clock why the phase angle relation of No#3 Blade only  with master. Any dynamic reason opposite blade of No.#1 to No #3

    Munir Abbasi

  8. On 12/11/2019 at 8:05 PM, NATOPS1 said:

    When you say release do you mean AS the crew is pushing on them? Are they full anti-skid braking or normal to light pressure?

    Thanks ,Defect was rectified with sufficient hydraulic bleeding. 

    Munir Abbasi

  9. Hello Hydraulic expertise

    AT  60 KN brake release during landing ,The operation checked o ground  found normal with tester .Wiring of the system was checked satisfactory .Anti-skid control box replaced and sufficient hydraulic bleeding carried out but defected was repeated.

    Munir Abbasi

  10. On 12/30/2018 at 9:23 PM, NATOPS1 said:

    O got it guess I should read better... No idea, don't know, never knew or don't remember... I do seem to remember this was a question LONG LONG ago and it is not in our level of pubs.

    Thanks

    Munir Abbasi

  11. On 12/22/2018 at 11:10 PM, NATOPS1 said:

    The window heat is controlled by Thermistors not thermoswitches so the "temperature" is not the trigger but a resistance value of the thermistor. Each "window" has a code AB, AC cant remember them all, that represents the resistive value of the window; these codes determine how to connect it to your transformer to get the correct operating voltage.  

    Munir Abbasi

    Picture1.png.89a3f8fb995cf45a2ce220221ea32174.pngPicture1.png.89a3f8fb995cf45a2ce220221ea32174.png

  12. 16 hours ago, hehe said:

    Normal brake accumulator has a restrictor because of anti-skid system.  Emergency does not have anti-skid 

    Anti-skid plus normal demand of brake application can deplete the accumulator rapidly.  The restrictor ensures the utility system pressure goes to the brakes instead of filling the accumulator.  

    The restrictor is free flow OUT of accumulator but restricted flow IN to accumulator.

    Acts like a priority valve for normal brakes.

     

    Thanks

    Munir Abbasi

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