Ahmer

Plz check service news for NESA windows. Tnx regards

Hello T56 Expertise                                      plz any body describe about T56-a-15 signature check on c130 aircraft. Why we done on t56-a-15 engine and wt is purpose of this check.  Tnx          

13 hours ago, tinyclark said:

I had to draw pictures and show the colonels how the friction knob worked so they could spend the money. One or two of our handles was creeping and wouldn't lock down.

 

 

Hello tiny in 1c-130A-3 tech order not having throttle & condition lever quardadart inspection and removal installtion of inner side.

1 hour ago, Moeed hassan said:

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

 

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.

10 hours ago, munirabbasi said:

Mr munir in service news not mentioned about the use 501-D22A on military aircraft and differance between both engine spacification .plz send me service news no which mentioned about these things. Regards 

33 minutes ago, pjvr99 said:

2 things will happen here:

1- you will lose the commercial (civilian) certification for the D22

2- you will have no fuel flow indication.

 

The T56 engine uses a 28v DC power supply for the ff transmitter and indicators, while 

the D22 uses a 115v 400hz power supply. The wiring and connectors are completely

different.

 

In my opinion this would be a completely wasted excercise, not to mention the expense

of recertifying the D22 again

Ok tnx pjvr99

48 minutes ago, hehe said:

I would say no especially if you are going off of type certificate (FAA) data.

Submit an engineering request to FMS and see what they say.

 

Tnx hehe.

34 minutes ago, munirabbasi said:

Yes Power plant

Munir Abbasi

Any reference plz?

6 hours ago, pjvr99 said:

engine core or complete QEC?

 

Complete engine.

Can we use Allison 501-D22A commercial engine on military aircraft in place of T56-A-15 engine officially or by permission of civil aviation authority/ FAA.

47 minutes ago, Moeed hassan said:

What that service news says??? 

Normally turbine rear bearing support is cracked due to improper installtion procedure of tail pipe , excessive vibration of turbine(improper assembling turbine or vanes cracks), and spacers between turbine and vanes rubbing each other cause of turbine rear bearing support  and tail pipe cracking. Regard 

Yes,ABEX type EDP is used on both (with case drain run around  and without case drain run around plumbing) NYAB is used only on with case drain & run around plumbing.in vickers type case drain & run around system deactivated. Regards

To avaoid such type FOD to improve APU panel modification of intake.Direction of intake is toword ground if u little change to upward to minimize the chance of FOD.(for without door APU)

30 minutes ago, munirabbasi said:

Hello Honeywell Expertises:-

We are facing problem of APU compressor first stage blades damaged ,any expertise can tell me expert opinion  what are reasons behind it.( APU are door less)

Munir Abbasi

Home of hercules Pakistan

Hello sir, Le49705 ,GTCP 85-180le .plz check

If u propeller feather or unfeather on ground its means u switch is working, u said ur rpm rewind at 60 % rpm .its mean when u restart engine ur prop angle changed( from 92degree towers flight idle) and prop start rotating .go to an other option it's means switch & circut good properly working .u check other option because rpm not sustained ur engine.sometime malfunction of td system at auto .regards 

51 minutes ago, Shola said:

 

3 hours ago, Shola said:

I know there is an air start switch in the valve housing. Could this be the cause of the engine failing to air start? Can anyone explain the function of the Air Start switch in the valve housing. Thanks. 

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.

5 minutes ago, Shola said:

Hello 

We just completed the ground run. The fuel enrichment system worked ok. Engine rigging ok. Engine performed well during ground running. What else could likely be the problem? Thanks for your time.

Might be one time  malfunction of s.s control.

On 3/18/2018 at 11:18 PM, NATOPS1 said:

Place TD to Null does it stop flux? 

Pitchlock the prop and see if it stops flux.

This troubleshooting is not for torque flux, TD null & pitch lock is used when RPM flux to identify the problem is with prop or engine. 

2 hours ago, Shola said:

Another possible cause might be a failed RGB external scavenge pump. Unfortunately,  the overhaul centre might not tell you the real problem. 

We checked all tank cap seals and replaced RGB as I written above but result is same , and there is no external scavenge pump of RGB.RGB have two scavenge pumps main & nose scavenge pumps which are inside the RGB.

2 hours ago, Moeed hassan said:

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. 

Moeed Hassan, u r right most probably chance is 50 psi pressure switch cause of flame out.

1 hour ago, Shola said:

We had a similar problem on our aircraft.  The engine was dumping oil in flight. Using ghe Lockheed Service News pjvr99 spoke about, We ascertained that the problem was due to oil accumulation in the accessory drive housing. As recommended by the Service News, We ran the engine at cruise power for 30 minutes. At the 29th minute, there was oil dumping as highlighted in the Lockheed Service News. We therefore confirmed that the problem was due to inadequate scavenging of oil back to the reservoir. You need to run the engine for minimum 30 minutes for the dumping to begin. We replaced the main engine oil pressure pump as well as the external scavenge pump, both on the accessory drive housing. Please note that you must bleed the main oil pumpbafter installation by loosening the back vent of the pump and then motoring the engine until oil gushes out of the bleed point. This procedure  solved the in-flight oil dump in our case. You may wish to try same.

Shola, the problem is not on ground & normal level flight, problem is start with aircraft escanding (nose up ) in flight.engine start oil lose.engine run several time on aircrft/test cell.all suspected components replaced result is same in flight.oil pumps both p/sec, heater strainer, scavenge filter,and RGB .finally engine send for GOH.

3 minutes ago, Awolola said:

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

What is  TIT & fuel flow when rpm riwind? 

58 minutes ago, Shola said:

Please i need help.

#2 Engine failed to air-start. Engine wound down from 60 percent rpm. On landing, engine started normally. NTS switch and NTS brackets checked ok. Pump housing oil quantity normal. Need help to rectify the fault. Thanks.

Can U tells us about parameters when engine rewind, fuel flow , TIT .?

13 hours ago, tinyclark said:

There is a plate installed on the rear beam of the wingbox at Wing Sta 10R, W.L. 262. Not sure if that is it, or that you can get to it.

I will check & confirm u later.