Getting a 787 back in the air after a diversion
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Getting a 787 back in the air after a diversion
1–10 of 139 posts
Re: Getting a 787 back in the air after a diversion
#2I'm going to bet those GE Aviation technicians that they charter anywhere to fix planes are unbelievably talented, experienced and well paid. I bet they've got all the best stories.
Also: on the first page, second paragraph of the special coverage, what does "Check Airman" mean?
Re: Getting a 787 back in the air after a diversion
#3I'm going to bet those GE Aviation technicians that they charter anywhere to fix planes are unbelievably talented, experienced and well paid. I bet they've got all the best stories. Also: on the first page, second paragraph of the special coverage, what does "Check Airman" mean?
Anecdote: My dad did this in the 70s. I believe you’re correct. He was working overseas and was frequently dispatched to countries without modern repair facilities such as Saudi Arabia.
One story that stands out is he asked a local worker to warm up the APU. The worker proceeded to build a fire under the APU, destroying it. What he meant was start it up and let it run until it reaches operating temperature.
Re: Getting a 787 back in the air after a diversion
#4I'm going to bet those GE Aviation technicians that they charter anywhere to fix planes are unbelievably talented, experienced and well paid. I bet they've got all the best stories. Also: on the first page, second paragraph of the special coverage, what does "Check Airman" mean?
Anecdote: My dad did this in the 70s. I believe you’re correct. He was working overseas and was frequently dispatched to countries without modern repair facilities such as Saudi Arabia. One story that stands out is he asked a local worker to warm up the APU. The worker proceeded to build a fire under the APU, destroying it. What he meant was start it up and let it run until it reaches operating temperature.
APUBBQ
Re: Getting a 787 back in the air after a diversion
#5I'm going to bet those GE Aviation technicians that they charter anywhere to fix planes are unbelievably talented, experienced and well paid. I bet they've got all the best stories. Also: on the first page, second paragraph of the special coverage, what does "Check Airman" mean?
Anecdote: My dad did this in the 70s. I believe you’re correct. He was working overseas and was frequently dispatched to countries without modern repair facilities such as Saudi Arabia. One story that stands out is he asked a local worker to warm up the APU. The worker proceeded to build a fire under the APU, destroying it. What he meant was start it up and let it run until it reaches operating temperature.
I might get some of the backstory halfway off, but my grandfather was in Alaska during WWII for the construction of the Alaska Highway. They tried to never turn off truck and equipment engines because if you did, you had to build a fire under them to get them warm enough to start again.
Re: Getting a 787 back in the air after a diversion
#6I'm going to bet those GE Aviation technicians that they charter anywhere to fix planes are unbelievably talented, experienced and well paid. I bet they've got all the best stories. Also: on the first page, second paragraph of the special coverage, what does "Check Airman" mean?
"Check Airman" -- likely a 3rd pilot in the cockpit, probably for observation/rating. Since this is a 9+ hour ETOPS* flight (over-ocean), there should be at least 4 pilots on board anyways. Airline ground flight ops will also get involved.
* ETOPS: Extended-range Twin-engine Operational Performance Standards; jokingly referred to as "Engines Turn Or Passengers Swim"
Re: Getting a 787 back in the air after a diversion
#7Earlier quoted context omitted.
Anecdote: My dad did this in the 70s. I believe you’re correct. He was working overseas and was frequently dispatched to countries without modern repair facilities such as Saudi Arabia. One story that stands out is he asked a local worker to warm up the APU. The worker proceeded to build a fire under the APU, destroying it. What he meant was start it up and let it run until it reaches operating temperature.
I might get some of the backstory halfway off, but my grandfather was in Alaska during WWII for the construction of the Alaska Highway. They tried to never turn off truck and equipment engines because if you did, you had to build a fire under them to get them warm enough to start again.
Cars in northern Canada sometime have block heaters installed for cold starting.
How cold should it be before you use it? Ask the internet:
https://www.theglobeandmail.com/amp/globe-drive/culture/comm...
Re: Getting a 787 back in the air after a diversion
#8Meanwhile a month prior things didn't go so well for American:
https://www.dailymail.co.uk/news/article-7504393/American-ai...
Re: Getting a 787 back in the air after a diversion
#9Earlier quoted context omitted.
Anecdote: My dad did this in the 70s. I believe you’re correct. He was working overseas and was frequently dispatched to countries without modern repair facilities such as Saudi Arabia. One story that stands out is he asked a local worker to warm up the APU. The worker proceeded to build a fire under the APU, destroying it. What he meant was start it up and let it run until it reaches operating temperature.
I might get some of the backstory halfway off, but my grandfather was in Alaska during WWII for the construction of the Alaska Highway. They tried to never turn off truck and equipment engines because if you did, you had to build a fire under them to get them warm enough to start again.
Old farm tractors used what was called "farm oil" in the old days. Basically the cheapest form of fuel you could buy since it was effectively a byproduct of the refining process. It was closer to paraffin wax than diesel, solid at room temperature. In order to start the tractor there was a second tank with diesel that was used until the engine warmed up enough to melt the primary fuel. If your tractor stalled out and you couldn't get it started again quickly the fuel would solidify in the lines and you would have to light a fire under the tractor to get it started.
Re: Getting a 787 back in the air after a diversion
#10I'm going to bet those GE Aviation technicians that they charter anywhere to fix planes are unbelievably talented, experienced and well paid. I bet they've got all the best stories. Also: on the first page, second paragraph of the special coverage, what does "Check Airman" mean?
I'm going to bet those GE Aviation technicians that they charter anywhere to fix planes are unbelievably talented, experienced and well paid.
Airframe manufacturers like Airbus and Boeing have similar teams (AOG – Aircraft on Ground). The logistics and skills are just staggering. Delta dented a 757 pretty hard in Azores last year and had it patched up and back in the US pretty darn quickly. Stuff like this is exactly why neither the Russians nor Chinese are any threat to the Airbus/Boeing hegemony.