Ahmer

9 minutes ago, Newbie said:

Thanks. Finally i found pn on the nameplate. Do exist wear limits for teeth?

I am looking for 3H1-17-4

 u can check it , its hold inside the prop barrel assy not slip during removal /installtion of propeller u can use it , but i did not found any damaged limit.

22 minutes ago, Newbie said:

No, lock mechanism is ok. Teeth of Base Plate are weared. I don't know limit for that and how it repair. I'm afraid we need replace to new base plate.

Ooh , Base plate is not a part of sling u can removed and replace it separately. The pat no is (swe 846380  base plate)

3 hours ago, Newbie said:

Exactly

I think its lock mechanism has broken because it's normally broken with improper use and handling.   .

4 hours ago, tinyclark said:

Uhm, what does it lift?

 

Prop lifting sling

At normal FCF  u can not shut down the engine with inoperative NTS system .                                                                                But yes u can restart attempt of engine in only greater emergeny as per TO B-1.

39 minutes ago, NATOPS1 said:

FYI, If the NTS is not functional there is an alternate procedure to restart that engine if it were required to be shutdown and subsequently restarted.

This would be an unusual situation but there is a procedure for air starting an engine with an "inoperative" NTS system.        

13 hours ago, NATOPS1 said:

1) The in flight check is to make sure the NTS system is adjusted correctly to prevent excessive drag and also to ensure the propeller speed or acceleration will be controlled during airstart. In flight the switch is in VALVE to "show" actual feather valve movement which causes the increase in blade angle.

2) The on the ground shutdown selection of NTS allows us to "see" the movement of the "NTS Linkage" that would normally actuate the feather valve. The linkage is camed out so it cannot actuate the feather valve but we want to make sure the system linkage is moving for the next flight.   

1.NTS system is checked before engine shut down in air, when its ok then shut down the engine during aircrft FCF. if NTS system not functioning u could not shut down the engine for further air start.                                                               2. The system fuction not only use during air start only,  it's work during when prop try to rotate engine.this system start functioning & increase the angle prop throu mechnically linkage NTS bracket actuate the feathering valve. This system work in only alpha range. During shut down only mechnically  linkage & NTS switch serviceability checked for next flight. 

25 minutes ago, munirabbasi said:

Center dry bay

Munir Abbasi

We checked several aircraft centre wing dry bay but not found anywhere. Regards   

11 minutes ago, munirabbasi said:

Oh I saw my manual it shows one AFR guy pointed two

Thanks for correction

Munir Abbasi

External tanks having two for each tank. One for centre compt & second for aft & fwd compt.   Regards

19 minutes ago, munirabbasi said:

One condensate drain in ecach auxiliary tank. Plz ensure 

 

We mechnically chech sevicabilty of NTS switch. 

Hello any body knows about in which location on centre wing pt no/ s no strip is installed on C130. 

Its with in limit , it's better to check null TIT during starting may ur Null start TIT more then limit (780 to 810 c. )  

On 11/11/2015 at 6:28 PM, pjvr99 said:

Hey guys

 

My topic is a follow on of this discussion. Over the last several months we have had a large number of TD related

problems. Some have been fixed by the usual TD am or valve change, or just a careful yellow box. Many have either 

been sent to me in the test cell, or I have spotted enough of a disparity to warrent further investigation.

 

The most common failing is a high take off TIT in AUTO, with a lean fuel control. I like to set SLOPE and NORMAL

at 1075°C and take things from there. As long as TIT doesnt exceed 1083°C we're good to go. Normally a new amp

or a bit of careful tweeking of the NULL orifice and the CIT can bring everything in line. Recently these things just

had no effect.

 

Chatting to a test cell operator in the US, he told me that he had installed another TIT guage in his cab connected

to the AMP terminals on the T-block. I did the same and damn near had heart failure - with 1080°C showing on

the IND side, I was only getting 1060 or so on the AMP side. Changed thermocouples and harnesses - voila! problem

solved. I have now made this a fixed check on all engine runs when we do the TD system checks.

 

Referance for this check can be found in 2J-T56-56 SWP 058 03 Sect 15

Pjvr , TD tester is very useful for troubleshooting TD system problem and help to identify unservicable components of TD system.

1 hour ago, Moeed hassan said:

Dear ahmer thanx for this but can we engage starter in flight by pressing starter button.... ??? My answer is NO.... what u peoples say?? 

Yes u can use for air start the engine , if prop brake locked. Otherwise it's dangerous and damage the startor shaft.

2 hours ago, munirabbasi said:

Dear as you that at what rpm engine starter become ratchet slip(disengaged)? 

Munir Abbasi

Dear at about 9600 RPM engine starter disengaged & engine had enough RPM to damged the starter shaft if bleed is open.so at about 8290 we closed the bleed by releasing start button and starter control valve closed.here is caution if it start  valve light not extinguished in 15 sec after releasing start button shut down the engine.

On 4/23/2018 at 2:53 AM, Spectre623 said:

Might want to rethink using the milk stool for supporting the aircraft for all four engine removal as the milk stool is used to support the ramp for cargo loading, not for maintenance. There is a pad to the left of the tail skid that is meant to be used to place a specific made jack stand to support the aircraft during engine removal. Don't remember the T.O. that references this but it's there. 

Yes u r right this not use for engine removal & not required any support for engine removal / installation when airctaft already on crafles and jacks. 

On 4/16/2018 at 1:58 AM, hehe said:

use tail support stand (milk stool), thats what it is for

When aircraft on cradles and Jack no need required for this stool.

There is no need to add any weight if ur aircraft on belly cradles as per GE-00-1 when u removed or installed any engine from ur aircraft. Regards

9 minutes ago, pjvr99 said:

Another thought, pull off the compressor rear bearing vent lines and check for oil - the lines are normally dry

That's line checked it's ok , but we think may be problem was inside the no3 bearing  scavenge line .so removed and send for GoH. Tnx for sharing ur expert guidelines. 

27 minutes ago, pjvr99 said:

OK. big scavenge problem. How is oil temperature?

 

Pull off lower E-duct from 14th stage. check the #2 & #3 bearing lines visible for oil staining. After

that check #2 & #3 bearing lines to the external scavenge pump that they are not blocked.

 

Heve you changed main oil pump yet?

Oil temp was with in limit. We replaced p/sec main oil pump .but we not find any good result....We not removed and checked 2 & 3 scavenge line for blockage. We removed and send for GOH.

3 minutes ago, pjvr99 said:

What is the difference in indicated oil quantity with engine running at 100% rpm and indicated oil qty

immediately when engine is shut down (no rotation)?

 

At 100 % rpm the oil quantity is between 7 to 8 USG & after shut down it's come 11 USG approx.   

19 minutes ago, Ahmer said:

 

13 minutes ago, pjvr99 said:

Lockheed Service News V18 #3 contains a brilliant explanation of causes and troubleshooting

of oil dumping. It was later made into a service bulletin. I suspect you may be looking at RGB 

scavenge failure

 

Pjvr99 u think RGB nose scavenge pump faliure, I also consult that service news and changed RGB, But in OCF problem repeated.   

The limit of starter is 8250 to 8750 RPM.      Regards