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Just Got Moved To FE 727...  
User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Posted (14 years 7 months 1 week 15 hours ago) and read 1091 times:

I just got a class start date in my mailbox for the 727 FE. I'm moving back to FE seat but moving up in aircraft.

Fastest upgrade I've ever seen. Just got on line in the 737 as F/O.

So it's back to the engineers seat for another year or so.

My question is, does any one have anything they can tell me about the systems on the 727 and operating them from the panel? Are they pretty straight forward? Any system particularly difficult?

Is the 727 also an essential power bus systrem?

Thanks for any answers.

16 replies: All unread, jump to last
 
User currently offlineL_188 From , joined Dec 1969, posts, RR:
Reply 1, posted (14 years 7 months 1 week 15 hours ago) and read 929 times:

Congrats....The 727 is a better airplane anyway :-)

From the couple times that I got to ride jumpseat on 727-100 series it didn't look particually unusual. Just remember to keep the puppy snuffer open when you have a animal in the front belly. This is how my dog got named Shivers.

Anyhow I used to have access to some of the 727 manuals but since I moved I haven't had a chance to scope out the manual library at my new school. Even then all I ever worked with where -100's not -200's and there are from my understanding quite a few changes between the two. Of course not being either an FE or A&P you should take anything I say with a grain of salt.

Anyway good luck.


User currently offlineBruce From United States of America, joined May 1999, 5036 posts, RR: 16
Reply 2, posted (14 years 7 months 1 week 10 hours ago) and read 913 times:

How is the 727 moving up in aircraft from a 737? Isn't the 737 more advanced?


Bruce Leibowitz - Jackson, MS (KJAN) - Canon 50D/100-400L IS lens
User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 3, posted (14 years 7 months 1 week 3 hours ago) and read 905 times:

The 727 (we have 3) is higher in seniority than the 737. It's that wayat every airline.

Until all these new stretch versions of the 737, the 727 was a larger aircraft, and therefore higher in seniority. It has nothing to do with how advanced or new the AC is.

Even though they are grouped into the same pay scale, it has always been that the 727 was astep up from the 737.

Also there is no reserve line for the 727. So better schedualing.



User currently offlineEvgeni From , joined Dec 1969, posts, RR:
Reply 4, posted (14 years 7 months 1 week ago) and read 903 times:

Congratulations!
But, did they ask you if you wanted to upgrade to a 727?


User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 5, posted (14 years 7 months 6 days 21 hours ago) and read 889 times:

No. But I think they did it because of my extensive experience as an engineer. Thye only have 3 727's and they will be phased out soon. No use in giving someone a FE ticket for the only plane they fly with an FE if they are going to be phased out.

But this move will allow me to move to the FO position on a A320 when the 727's are gone. The guys on the 737 will be in the plane for a while before moving anywhere.


User currently offlineAirbus Boy From , joined Dec 1969, posts, RR:
Reply 6, posted (14 years 7 months 6 days 21 hours ago) and read 888 times:

Congrats.
And bye the way jetpilot is moving up in senority not plane. 747 pilots are no better the the 737 guys!!
Dave


User currently offlineMD80DRVR From , joined Dec 1969, posts, RR:
Reply 7, posted (14 years 7 months 6 days 19 hours ago) and read 882 times:

What carrier are you flying for,Ryan?

In my opinion you are nuts.I would take a window seat in any T category jet over an F.E. slot in any other.
To each his own however.

The industry is lucky that there are expirienced FEs like you out there who are willing to do the work.

You should have no trouble with the 727 if you have sat sideways before.
Good Luck,MTB


User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 8, posted (14 years 7 months 6 days 18 hours ago) and read 869 times:

I just got on with U.S AIRWAYS. I was with FineAir for 2 years previously as an FE/FO on the DC8.

Who are you flying the MD80 for?

I noticed you were into boats. That wouldn't be sailing would it?

I'm about ready to pick up a sailboat. Looking at a One Design.


User currently offlineMD80DRVR From , joined Dec 1969, posts, RR:
Reply 9, posted (14 years 7 months 6 days 17 hours ago) and read 864 times:

In that case you certainly did get an upgrade!

All that suffering you did for frank has paid off.

US Air is hiring lots of people out of Miami,I geuss we know know what the prerequisite is for getting an interview.

I am flying for TWA and am into sail and ski boats.

Have a great time at US Airways,when does class start?


User currently offlineBruce From United States of America, joined May 1999, 5036 posts, RR: 16
Reply 10, posted (14 years 7 months 6 days 16 hours ago) and read 863 times:

Jetpilot, What does the Flight engineer do during the flight? Are the requirements as stringent as for a Pilot, like age, physical requirements, etc.? With jets becoming more computerized all the time & two-person crews replacing the 3-man crew how good do the prospects look for Flight Engineers in the next 10 years? Do all FE's go on to become Pilots or can you make a career as an FE ? just wondering....


Bruce Leibowitz - Jackson, MS (KJAN) - Canon 50D/100-400L IS lens
User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 11, posted (14 years 7 months 6 days 14 hours ago) and read 859 times:

Frank and Barry can kiss my fat ass. I was told at interview at US that the only reason I was being looked at with such low time was because I was experienced in demanding operations into South America.

There are a lot of young guys with very good experience in MIA. I'm only 28.

I start class on Tuesday.


User currently offlineTygue From Canada, joined Jul 1999, 222 posts, RR: 0
Reply 12, posted (14 years 7 months 6 days 14 hours ago) and read 858 times:

Congratulations, JetPilot! You'll have a great time on the 727. It is truly a great aircraft, even after a few decades!

I've had the 'pleasure' (hehe) of flying on many 727's in the jumpseat and it really amazing how many buttons Boeing could cram in that tiny place they call a flight deck  

Good luck with the classes! Let us know about your experiences!

Take care,
Matt


User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 13, posted (14 years 7 months 6 days 14 hours ago) and read 867 times:

The engineers responsibility is to arrive at least one hour before the flight departs. He must familiarize himself with any DMI's (Defered Maintenance Items), or in laymans terms inop equipment that may affect the airworthiness and legality of the aircraft to be flown.

He will then get a copy of the flight plan and familiarize himself with the weather, and fuel required for the flight.

Performance calculations such as stabilizer settings, V1 VR V2 takeoff speeds, and engine takeoff power settings for the altitude and temperature will be calculated.

Then he will head out to the plane and perform his preflight which begins in the cockpit with things such as hydraulics, fuel system, anti-ice, fire detection-suppression, autopilot, and radar system checks.

The walkaround is self explanatory and is performed next.

Once back in the cockpit he will meet up with the captain and avise him of any problems that were encountered. If none are found then the thumbs up are given and were ready to run the before start checklist below the line.

At engine start it is the responsibility of the engineer to monitor the start up and make sure the engines parameters are not exceeded such as a hotstart, hung start, or rapidly rising EGT. It is also his responsibility to shut down the engine via the fire control handle should the start valve fail to close resulting in starter disintigration.

Once the engines are started the engineer goes from external power to ships power and check the operation of the electrical system and it's back up systems should a generator fail and leave it's perspective bus unpowered. In a DC8 the preferential system will assign that bus to another generator. This operation is checked. The fuel system is then setup for takeoff.

The after start checklist and all thereafter are performed by the engineer.

On the way to the runway the taxi/takeoff checklist is read to the line and flight controls are checked. All systems and annunciator lights are then scanned again to make sure everything is still operating correctly.

Upon entering the runway the checklist is completed below the line and we line up. On the TO roll it is the engineers responsibility to monitor the engines andmake sure the N1, N2, EGT limits are not exceeded. If they are the engineer pulls back the appropriate power lever (not throttle) till it is within limits.

Once reching 1000 feet the flying pilot will ask for climb power. It is the engineers responsibility to pull the power back to climb EPR's and trim the power every few thousand feet. He will turn on the bleeds and begin pressurizing the cabin.

At 10,000 feet the departure message will be called in over the radio to operations, and the engineer will begin to make a cruise performance card with engine settings, and fuel burn predictions from the perfarmance charts.

At cruise altitude he will setthe cruise power and monitor all the systems for normal operation.

He will monitor fuel consumption and compare it to planned fuel burn on the flight plan at every waypoint.

Upon descent the engineer prepares a landing card with flap manouvering speeds, and go around power settings should the plane need to abort the landing. Again monitoring the systems.

Upon landing the engineer sets flaps 50, and calls out #of engines in revese as the reverse lights light up andcalls spoilers deployed. Upon reaching 80 knots The crew will begin using wheel brakes, and he must call out "brake pressure normal" if it is. No surprises.

The engineer will then start calculating fuel remaining, and plan for a fuel upload for the return trip.

The engineer is requred to have a second class medical and be either a commercial pilot, or an A&P. Pilots are eligable for upgrade while the A&P is a proffesional engineer, and is able to perform maintenance and sign off the aircaft logbook on all work performed when not at a base. Some ailines hire only proffesional A&P's and some only hire pilot engineers that will upgrade.

There is no age limitation for engineers.

The job prospects look great for engineers. The planes requiring engineers aren't dissapearing. there just changing owners. All those L1011's, DC10's and 747's begining there second lives with smaller operators all need engineers to fly.


User currently offlineDc-9-10 From United States of America, joined Jul 1999, 583 posts, RR: 0
Reply 14, posted (14 years 7 months 6 days 5 hours ago) and read 852 times:

Hey does this mean you will be flying into fsd i live only 80 miles from there at aty i know they fly a 727 into fsd

User currently offlineBruce From United States of America, joined May 1999, 5036 posts, RR: 16
Reply 15, posted (14 years 7 months 6 days 2 hours ago) and read 848 times:

Now that sounds more exciting than my work. i wish i was an FE.....


Bruce Leibowitz - Jackson, MS (KJAN) - Canon 50D/100-400L IS lens
User currently offlineMish1234 From Canada, joined Jun 1999, 298 posts, RR: 0
Reply 16, posted (14 years 7 months 4 days 17 hours ago) and read 832 times:

YAH SOME JETPILOT WE GOT HERE>>
HEHE U TAKE THE BACK SEAT>> HEHE..
GOod work dude


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