Moeed hassan

Thats good.. 

It sounds like the problem is with the TD AMP.... But if u have already changed it then plz chek the wiring from AMP to VALVE... also chek the system by going through TD TESTER... 

Dear PJ have u fix the problem or still working on it?? If u have fixed it plz share it.. Thanx. 

Have u checked compressor 5 and 10 stage blades.... Compressor washing may b required... Turbine boroscoping....

U need to chek the top surfaces of wing at fuel tank point.... I think leak is coming from top surfaces of tank dur to air pressure. 

Dear friend is the was fuel leak at the time of landing??? I means when  u were descending the plane was there fuel leackage exist or were stoped??? 

Dear at what flt level fuel leak started??? I hope the leak stops as soon as u decend for landing... 

Plz chek the y type HT lead.... Or any loose terminal end.... 

Plz check ignitor plug if working  properly...also check HT lead connecting ignitor plug.  

Pleased to read this topic... Very interesting fect u explained.... Thanx dear..... It really increased the knowledge of many....

REGARDS. 

54 minutes ago, tinyclark said:

We had a bad one when I was in Alaska, and a team from depot had to come up and change it. I am not sure if it is addressed in the 1C-130A-3 or not. No repair is authorized by maintenance folks.

Thanx for the input dear.... 

2 hours ago, NATOPS1 said:

I see you have already checked your struts, take a look at the wing fuel balance and wind conditions; also the FCF has specific engine settings FF and torque when checking the NWS for satisfactory operation but it is at much reduced speed. At higher speeds there are a number of factors your crew can look for: roll input (check at different flap settings); ask them to note control surface pressure (rudder and yoke, pitch and aileron) (external forces input) Also have the crew check torque settings on the right engines vs left as higher torque will cause track deviation.   

How about anti-skid system???? 

6 hours ago, Ahmer said:

Dear moeed u r absolutely right , this jg only deal wuth for O level maintenance but not mention any regarding removal, installtion and inspection inside  quardarnt area.

That's dear Ahmer i ask fir help on this matter... Kets see if any one can guide about this.... 

2 hours ago, pjvr99 said:

1C-130H-2-76JG-00-1

 

Dear PJ in this JG only rigging procedure is given... But quadrant parts removal and instalation is not given. 

Hello Herculece experties.... 

Need your help regarding maintenence of throttle quadrant... Can any body please tell me IN WHICH TECHNICAL publication (T.Os or JG) removal and installation and overhauling of throttle quadrant including all its parts removal and installation is given... 

And plz can u people tell me which agency is doing overhauling of this bcoz as per my knowlege in PDM WORK PACKAGE its not available... 

Thanks and many regards. 

12 minutes ago, munirabbasi said:

Read the Lockheed Martin service news on turbine rear bearing support casing cracks.

Regards

Munir Abbasi

Munir Abbasi 

What that service news says??? 

In this case one thing is not mentioned by any one.... The most probebly cause which is overlooked by maintenence personals is the TAIL PIPE CLAMP..... the reason is when ever tail pipe is being installed on RBS many of us tried to fix tail pipe flange on RBS and some time by overtightening of this clamp excessive load felt on BOTH FLANGE and as a result cracks came on that area.....

On 3/12/2018 at 8:16 AM, pjvr99 said:

Thought that was rescinded in favour of 2J-T56-56 and job guides .....

I think use of 1c130B-2-4  is no more in practice.... Job guides and FI has replaced it mostly. 

8 minutes ago, Ahmer said:

There is no air start switch in valve housing, condition lever air start position is is used during propeller hydraulic servicing , prop rigging on ground and air start the engine in air. The micro switch in condition lever actuate the prop aux pump motor when we select the condition lever to air start.

may b SHOLA is talking about AIR START CIRCUIT.... because air start switch is not in valve housing.....

NOT SURE BUT MAY B THIS SWITCH IS AVAILABLE IN ELECTRONIC VALVE HOUSING.... 

4 minutes ago, Awolola said:

Thanks for the input. We would put that as well into consideration. 

Plz do inform what ever u find as result...

Regards. 

3 minutes ago, Awolola said:

Enrichment worked fine as rapid increase in tit and fuel flow was observed during the air start

It seems that may b fuel enrichmnt was not cut off at 50psi pressure... Bcoz if it so then it may b the reason for flamout due to rich mixture... Thats y i asked for enrichmnt chek on groun run...it wil clear the situation. 

1 minute ago, Awolola said:

All corresponding parameters such as TIT FF and oil pressures wound down as well

And what about FUEL ENRICHMENT??? 

Was that worked proper??? I means was fuel enrichmnt cut off or not??? 

7 minutes ago, Moeed hassan said:

Dear when engine started unwinding at 60%rpm...at that time what was fuel flow.. Tit..and torque?? 

Plz conform your fuel enrichmnt system by performing ground run with enrichmnt ON.... is the enrichmnt go OFF or not???? 

25 minutes ago, Shola said:

60% rpm. Suddenly,  engine wound down with all other parameters following. Remember that after landing,  engine started normally 

Dear when engine started unwinding at 60%rpm...at that time what was fuel flow.. Tit..and torque?? 

What were the perameters at the time of unwinding of rpm???