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Post by stoffe64 on Oct 3, 2019 11:29:22 GMT -5
Richard, how do you connect those oil hoses?,is it hydraulic adapters or just being clamped to the oil adapters? /Stephan
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jetric
Veteran Member
Joined: December 2014
Posts: 132
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Post by jetric on Oct 4, 2019 7:37:41 GMT -5
Richard, how do you connect those oil hoses?,is it hydraulic adapters or just being clamped to the oil adapters? /Stephan Hi Stephan, For the return scavenge oil line you can turn the fitting around and remove the loose tube valve then fit a hose to the fitting, as for the feed oil line I machined up a fitting that was the same as the original but with a hose tail to fit the hose too, In order to retain the two fittings into the housing I drilled and tapped a hole in the material of the main housing in-between the two fittings and used a bolt and washer/plate to hold the oil fittings into the housing. The high pressure oil fitting was blanked off at source, if you follow the feed pipe back to where it enters the main housing you can remove the pipe then machine up a plug to blank off the feed. the blanking plug has a sealing 0-ring and a groove for the retaining plate to fit into. In order to prevent the risk of oil starvation I always remove the valve from the large oil feed housing, these valves have a tendency of becoming stuck fast to the housing because of there sealing O-ring becoming bonded to the sealing face, I know of at least two engines that have been destroyed by oil starvation due to this issue. It is simple to remove the valve just by undoing the retaining nut in the center of the valve. The valve was used to prevent any oil from the RB199's accessory gearbox from flooding the APU during aerobatic manoeuvres. Hope this helps, Richard S.
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Post by stoffe64 on Oct 6, 2019 5:20:17 GMT -5
Thanks Richard! THAT was a very big help,the valve you referring to is that the fuel pressure operated valve?,correct?? Is it a valve on the scavenge line as well? Cheers/stephan
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jetric
Veteran Member
Joined: December 2014
Posts: 132
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Post by jetric on Oct 7, 2019 2:52:46 GMT -5
Thanks Richard! THAT was a very big help,the valve you referring to is that the fuel pressure operated valve?,correct?? Is it a valve on the scavenge line as well? Cheers/stephan Hi Stephan, Yes, remove the fuel pressure operated valve. I remove the tube valve from the scavenge fitting so that once it is fitted the other way around I can fit the hose over the end. Richard S.
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Post by stoffe64 on Oct 7, 2019 7:54:51 GMT -5
Hello Richard! Thanks for your reply, i assume that this was a common problem for the T312 when it was in active service....that this fuel pressure operated valve got stucked? Forcing a replacement of the APU unit. Cheers/stephan
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turbotom
Junior Member
Joined: June 2011
Posts: 58
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Post by turbotom on Oct 14, 2019 12:45:08 GMT -5
Hello Richard! Thanks for your reply, i assume that this was a common problem for the T312 when it was in active service....that this fuel pressure operated valve got stucked? Forcing a replacement of the APU unit. Cheers/stephan I don't think that this valve was the cause for frequent problems on the Tornados. Since there is an oil pressure indicator switch installed, and an electronic sequencer controls the startup procedure of the engine and supervises it once running, a low oil pressure situation would always cause the APU to be shut down. Moreover, the valve actuation mechanism consists of two stainless steel bellows which haven't got any friction (in contrary to sliding piston arrangements). I'm pretty sure that if there's the fuel pressure present that's required for the engine to run, the oil suction valve will open. Removing the valve plate may anyway be a reasonable action if the engine is going to be operated on the ground only. The problem with the valve being mechanically obstructed by the interconnection insert is just the result of my failure to install the insert to the proper depth into the bore. I also finally understand why the ingeneers configured the oil ports like this: In order to install the APU on the SPS drive pad, first all three oil couplings are slided into the orifices on the APU fully home. This way, the inserts wouldn't interfere with attaching the APU to the SPS. On the APU mounting flange, there is an alignment pin that defines the angular position of the APU and as well helps to transfer the torque of the engine. Once installed, the three couplings are slided out of the APU's oil ports by maybe 15mm, into the corresponding ports of the SPS housing, closing the circuits. After that, a spacer is installed so the couplings couldn't slide back unintentionally. If I understood that arrangement before, I would have designed the coupling housing of our application slightly different. But anyway, if I machine a new, shorter oil suction coupling, I should be fine. Cheers, Thomas
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Post by stoffe64 on Oct 15, 2019 0:16:13 GMT -5
Hello Thomas, thank you for that information, that was very interesting to hear how it was installed in the tornado, and when you Think about it it makes since,i was also wondering how to remove that fuel pressure operated valve....that meant that you would have to modify the rest coupled to that valve,thank you Thomas! Cheers/stephan
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Post by stoffe64 on Oct 16, 2019 1:27:05 GMT -5
What type of connector is this?obviously it is a 19 pin connector,I want to find the opposite side so i can connect it and start it Cheers/Stephan
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turbotom
Junior Member
Joined: June 2011
Posts: 58
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Post by turbotom on Oct 17, 2019 18:59:30 GMT -5
What type of connector is this?obviously it is a 19 pin connector,I want to find the opposite side so i can connect it and start it Cheers/Stephan Stephan - this connector is more than a PITA... Its a special rotation version of of a MIL style Souriau Trim Trio. Read: Unobtanium. After a long time searching for a suitable one, I finally got along by using a standard rotation version of the commercial counterpart, UT0W01419SH6, Farnell #3652403, forced the isolator insert out, modified and reinstalled it in the correct orientation to match the T312 umbilical connector and finally epoxy it in place. To complete the connector, you need contact inserts and a shell. Not particularly cheap but that's the "cleanest" configuration I managed to come up with and you don't need to irreversibly modify the orignal wiring loom of the T312. Cheers, Thomas
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jetric
Veteran Member
Joined: December 2014
Posts: 132
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Post by jetric on Oct 18, 2019 3:02:06 GMT -5
Hi Stephan, Get in touch with this company in the UK, www.servoconnectors.co.uk/ And quote them the part number of the connector and ask for the mating connector, This company has the connectors on the shelf, but ask for the uncertified/Non flightworthy connector, as these are cheaper, because connectors with the certificate are mega bucks!!! Hope this helps, Richard S. What type of connector is this?obviously it is a 19 pin connector,I want to find the opposite side so i can connect it and start it Cheers/Stephan Stephan - this connector is more than a PITA... Its a special rotation version of of a MIL style Souriau Trim Trio. Read: Unobtanium. After a long time searching for a suitable one, I finally got along by using a standard rotation version of the commercial counterpart, UT0W01419SH6, Farnell #3652403, forced the isolator insert out, modified and reinstalled it in the correct orientation to match the T312 umbilical connector and finally epoxy it in place. To complete the connector, you need contact inserts and a shell. Not particularly cheap but that's the "cleanest" configuration I managed to come up with and you don't need to irreversibly modify the orignal wiring loom of the T312. Cheers, Thomas
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Post by stoffe64 on Oct 18, 2019 13:27:02 GMT -5
Thanks guys for your reply,that Contact on the engine harness was unreadable unfortunately...have to really look Into this...Thanks for the links,might be helpful. Cheers/stephan
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Post by stoffe64 on Oct 21, 2019 4:07:50 GMT -5
Hello Richard! Finding that connector seem to be Difficult, searching after what i found was to No help,do you know the mating connector? What i found was Souriau BE26 6-14B19PW Hi Stephan, Get in touch with this company in the UK, www.servoconnectors.co.uk/ And quote them the part number of the connector and ask for the mating connector, This company has the connectors on the shelf, but ask for the uncertified/Non flightworthy connector, as these are cheaper, because connectors with the certificate are mega bucks!!! Hope this helps, Richard S. Stephan - this connector is more than a PITA... Its a special rotation version of of a MIL style Souriau Trim Trio. Read: Unobtanium. After a long time searching for a suitable one, I finally got along by using a standard rotation version of the commercial counterpart, UT0W01419SH6, Farnell #3652403, forced the isolator insert out, modified and reinstalled it in the correct orientation to match the T312 umbilical connector and finally epoxy it in place. To complete the connector, you need contact inserts and a shell. Not particularly cheap but that's the "cleanest" configuration I managed to come up with and you don't need to irreversibly modify the orignal wiring loom of the T312. Cheers, Thomas
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Post by stoffe64 on Oct 21, 2019 4:10:56 GMT -5
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Post by stoffe64 on Jan 14, 2020 9:57:07 GMT -5
This thing gonna replace that original plug!
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Post by stoffe64 on Jan 27, 2020 1:17:12 GMT -5
Hello everyone! I reach out to those who actually worked on these engines and actually have run them.....I am in the search for the electrical schematics so i can connect it and start it.....I got some basic schematics but that was not so clear what goes to where etc.....I even managed to get the SPSCU that controls the T312 and its SPS gearbox.....I have though understood that i might have to abandon that idea(I would need the electrical schematics of the tornado aircraft för that!!) I simply need a electrical schematics of a running engine, how that engine was connected so it could run. Richard S,Thomas Baumgarten(turbotom) how did you guys connect it?? Any help appreciated !! Cheers/stephan Höglund
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