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munirabbasi

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Posts posted by munirabbasi

    C-130 Bs Accident 1998

    in C-130 Technical

    Posted

    Hallo Expertises

    case study:I was witness on 1998 at about 1530 the aircraft was seen off for TAXI test to check mark 1 antiskid system. aircraft accommodated PL .CP ,FE, SEO,EO LM,& Crew chief. The aircraft single disc brakes were overheated & caught fire ,flame was visible to every one, The Aircraft was taxi back to parking area , Crew chief observed heat & informed to PL that cargo floor is overheated. PL applied brakes but could not succeeded , sundly PL emergency shutdown all ENGs but the aircraft could not stop & turn toward in other parked aircraft PL rang alarm bell for evacuation .After a movement the aircraft collided to the parked aircraft . PL ,CP, FE, SEO EO one crew could not survived.

    In case how aircraft can stop if in the event of brakes ? PL supposed to switch off ENG ,is correct action please comments

    Thanks

    Regards

    Munir Abbasi

    Home of hercules Pakistan

    RPM FLUCTUATION

    in C-130 Technical

    Posted · Edited by munirabbasi
    Correction edited

    That's a new one on me. If the pulse generator circuit was bad on #2 propeller, it would make the #1,3,4 prop RPMs drop from 100% to 0% (can only follow 2 %). When you switch master to #3, #2 prop RPM only should rise, thinking it is trying to increase from 0%. Since both masters are dropping, and the outboards are not, I think the problem is wiring. This is assuming all other propeller checks are good (throttle anticipation w/in 5 seconds, and no RPM difference between mechanical and normal, pitchlock check). I suggest verifying all propellers are set to a Mechanical RPM of 100%, +-0.2%, then perform a reindex and try again. If the problem persists, I believe the problem is between the essential DC bus, the master select switch, and the synchrophaser. If the master select switch is shorted internally so that a master is always selected, it will cause a problem such as this. If the propellers do not pitchlock, you may have a problem with the Essential A/C bus voltage going to the synchrophaser. The A/C power is used as a reference signal, and further amplified once error signals are given to the synchrophaser to decide how far to make the speed bias servo motor move. If the A/C power is dirty, the synchrophaser will do crazy things.

    Dear LKuest

    Thanks. , during flight when FE selected SYN master# 2 or#3 ,2 Eng RPM raised from limit or some time decrease from limit # 2 eng RPM start fluctuating about 5 to 6 % but snags could repeat not on ground

    Regards

    Munir Abbasi

    Home of hercules Pakistan

    RPM FLUCTUATION

    in C-130 Technical

    Posted

    Hello Expertises

    #2 ENG RPM DROP FROM 99.8% to 97.5% on SYN mode , when selected #3 Eng as master ,like wise selected # 2 ENG as master ,# 3 eng drop to 97 .5 % ,start fluctuating along with torque (2 & 3) ,electronic control box, valve housing,Pulse generator coil,SYN connectors & TACH generator were replaced. NTS gap checked found SAT, problem still existing.

    Munir Abbasi

    Home of hercules pakistan

    #1 GENERATOR DROP

    in C-130 Technical

    Posted

    Hello Expertises

    During flight # 1 ENG generator "C" phase voltage sudden drop to 90 V stay at 95 V ,with all WX /indication normal

    Generator & VR checked on bench found satisfactory result. is load of galley or # 1 & EXT tanks fuel pumps ,or NESA windshield,CC RE-circulating fan, FSR are malfunctioning. gally load C phase on L/container outlet

    Regards

    Munir abbasi

    Home of hercules Pakistan

    RPM FLUTUATION

    in C-130 Technical

    Posted

    Thanks All honourable.we facing the problem on many aircrafts engines.but some aircraft RPM drop to 97% both modes i.e normal & mech. at flight rage >35 Degree throttle setting some A/C RPM increase to 103 %, Torque and other indication normal. all aircrafts RGB new/overhaul,RPM fluctuate about 97 -103% . all engine RPM fluctuation behavior different each other.ON SSC RPM became stable /normal.

    Munir Abbasi

    Home of hercules pakistan

    Basic information

    in C-130 General

    Posted

    Hi Dave in WV

    thanks, my query is not comparison between Series. the question is why we call E model H model if it seires larry already given his point view.BEH of center wing is 46000 restriction,49000 grounded

    Regards

    Munir Abbasi

    Home of hercules pakistan

    Elevator Boost System-why is it 'upside down'

    in C-130 Technical

    Posted

    Dear AMPTestFE

    My opinion is a litter different to you. if you physically see the EL shutoff valves of my previous images ,you will find aft cargo above the door front of plate EL boost shut off valve aft of the plate UTY SOV. two tubes/piping does not matter the cost. if you see the AIL SVO & RUDDER SOV LH AFT & RH FWD respectively EL SOV opposite.

    I would like suggest you you will see the EL SOV physically.

    Regards

    Munir Abbasi

    Home of Hercules of Pakistan

    Elevator Boost System-why is it 'upside down'

    in C-130 Technical

    Posted

    HI Jhjbd

    Absolutely I agree with you. if Call communicated during flight from LM/GC leak from left side (cargo looking aft ) leak is observed elevator boost package assy,definitely CP will take action emergency against utility HYD system where actual leak is booster side so create the confusion during emergency that why elevator control assy upside down i.e Utility HYD SOV RH & Booster LH

    Regards

    Munir Abbasi

    Home of hercules pakistan

    ESS BUSS ENG GENERATOR

    in C-130 Technical

    Posted

    It may be due to brush type generators. Years ago we had brush type generator and the brushes had to be inspected/replaced on specific intervals, similar to an ATM generator. When brush type generator were installed we were limited to 0.625 load while on the ground.

    Vic

    VICTORP1

    I disagree brush type GEN load is restricted to .25% & brushless (PMG) .625 % on ground OPS

    Regards

    Munir Abbasi

    Home of hercules pakistan

    ESS BUSS ENG GENERATOR

    in C-130 Technical

    Posted · Edited by munirabbasi
    #2 ENG

    Hello hercules Expertises

    I have read IC-130B-2-4 Whenever you replaced #2 power plant (ENG) on Aircraft it is better to install new generator NOTE is label on T.O. Why??? Comments will be highly appreciated

    Regards

    Munir abbasi Retired

    Home of hercules Pakistan

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