Wing From Turkey, joined Oct 2000, 1552 posts, RR: 24 Posted (8 years 5 months 3 weeks 2 days 3 hours ago) and read 4277 times:
I 've flown in various companies and aircraft types.In every fleet there is at least one aircraft that crews hate to fly it,engineers hate to work on it for various reasons.
We had one such 737-800 in my old company which we didnt like flying. The fella was one of the very first -800s flying around and didnt have the same features that the newer MSN numbers have.
In my new company the fleet is consisting of airplanes from various sources,so they have some differences where the equipment located.Like the LG pins stored left side in some and the next is stored in a different compartment behind the captain side seat.There is one particular aircraft which the FO seat electric controls are not working for the last couple of flights I have been flying.It really frustrating after you get used to "electric chair" trying to adjust with manual controls.(I was not complaining about this after all my flying on the 737 since we didnt have it,but I complain when it doesnt work on the 320/321,can you see how mankind gets used to the better and easier )
Lets hear about the black sheep airplane of your fleet...
OzLAME From Australia, joined Feb 2005, 338 posts, RR: 0 Reply 2, posted (8 years 5 months 3 weeks 1 day 21 hours ago) and read 4149 times:
At the airline I work for the Black Sheep is the aircraft we most recently received second-hand from the USA, until we get all the bugs out of it. Then the title of Black Sheep reverts back to a particular a/c which has a different cabin to all the others in the fleet and that perennially suffers from electrical glitches. It even has the most light bulb changes.
Monty Python's Flying Circus has nothing to do with aviation, except perhaps for Management personnel.
Jeffry747 From United States of America, joined Jun 2005, 963 posts, RR: 2 Reply 3, posted (8 years 5 months 3 weeks 1 day 19 hours ago) and read 4126 times:
At UPS we have N520UP, a 747-200, which has been occasionally dubbed "Devilbird". The ballmat in the side cargo door has no "smartwheels" which rotate to assist load and unload. As a result the aircraft takes a little longer to turn and is generally a pain in the you-know-what to load and unload. One horror story involves trying to get a spare JT-9 off the main deck, which had been loaded longitudinally. It took ten people to move the engine towards the cargo door. Once, we got it on the ballmat we had to TURN that beast to get it out the door. Believe me, when you're trying to unload something that big, the cabin of the 747 seems awful tiny. To make matters worse, the bearings in the ballmat had too much friction and the JT-9 got stuck halfway out the door. We called up four or five more people and eventually shoved that thing out of the plane. The smartwheels would have made the process SOOOO much easier. Nowadays when a crew is dispatched to load/unload N520UP, the first response is "Great! We are gonna be here all night."
HAWK21M From India, joined Jan 2001, 31457 posts, RR: 57 Reply 5, posted (8 years 5 months 3 weeks 1 day 15 hours ago) and read 4077 times:
We sure do have our Blacksheep & it keeps us busy at times.
Apart from that I've noticed that snag are contagious too.If a particular snag occured on one Aircraft & rectified,it would be a matter of time when it appears on the Next.
An Accompaning Airline had one Aircraft by the Reg VT-ECP [Code named E C Pay Problem] [In Hindi] because it always had some problem.Finally it was grounded following a financial dispute & still stands in a very bad state at BOM Remote Bay Junkyard awaiting scrapping one day.
OzLAME From Australia, joined Feb 2005, 338 posts, RR: 0 Reply 6, posted (8 years 5 months 3 weeks 1 day 10 hours ago) and read 4062 times:
Quoting G4Doc2004 (Reply 4): It's a Beechjet 400A.........the airplane was built by Oompa Loompa's. Everthing you need to access is in areas too big for hands, arms, etc. Simple R&R's are all day projects.
That's because it's a Mitsubishi; the MU-2 is the same.
Monty Python's Flying Circus has nothing to do with aviation, except perhaps for Management personnel.
Venus6971 From United States of America, joined Dec 2004, 1432 posts, RR: 1 Reply 7, posted (8 years 5 months 3 weeks 1 day 2 hours ago) and read 3980 times:
When I was in AWACS our 2 blacksheep were the first 2 planes built, prototypes 71-1407 and 71-1408 they are more or less commercial 707-3XX's with rotodomes stuck on them. they were different from the rest of the fleet and had different usable on codes for supply for major components such as landing gear and flight controls.
Buzz From United States of America, joined Nov 1999, 697 posts, RR: 23 Reply 8, posted (8 years 5 months 2 weeks 6 days 14 hours ago) and read 3771 times:
Hi WIng, Buzz here. About 20 years ago UAL wanted to expand it's Pacific Operation, and needed 747's so it bought 'em from anybody they could. We had about 10 747 SP's from Pan Am, some L-1011-500's and a DC-10-30 (ex National) too. We also bought a bunch of 747-238's from Quantas.
There was a deal to buy 4 used 747-123's for .... maybe 65 million. The engines were "rented" from P+W and once the airplanes reached SFO they went back to Pratt + Whitney. We called 'em The Lemon Sisters. For those of you who don't get the pun, there was a quartet of women singers in the 1940's called The Lenin Sisters. Anyway, heavy overhaul on them took about 3 times longer than what our 747-122's require. And the wiring and systems were a problem for a long time. Structually, we were heavily involved in corrosion repair.
They pretty much worked most of the time. If you see photos of UAL 747's hauling troops to the first Gulf War in '90, they're the 3 window upper deck 747's.
We sold a couple of the L-1011's to Delta, the Delta guys next door called one of them "The Tri-tanic".
And about 10 years ago i recall a 737-222 that had a whole string of autopilot problems for a couple months. It didn't help that the nose number was 9666 "the Guppy from hell"
Some stories are best told long after the problems have left - the hard feelings tend to dissipate as the years go by.
UAL Bagsmasher From United States of America, joined Sep 1999, 2134 posts, RR: 10 Reply 9, posted (8 years 5 months 2 weeks 6 days 8 hours ago) and read 3676 times:
We have a CRJ that has not left the hangar once on time in the morning since I started working for the company. It had a pesky fuel leak that kept it grounded for days on end. It had steering problems that took a few days to figure out. It had a door rigging issue. You name it, it never fails to give us hell. Everyone cringes when we see it on the list of planes coming in for work. I won't disclose the ship's number, but let's just say she didn't live up to her name in the Beach Boys song.
OPNLguy From , joined Dec 1969, posts, RR: Reply 11, posted (8 years 5 months 2 weeks 6 days 3 hours ago) and read 3599 times:
Quoting Buzz (Reply 8): We called 'em The Lemon Sisters. For those of you who don't get the pun, there was a quartet of women singers in the 1940's called The Lenin Sisters.
Were they related to that Vladimir Lenin guy from Russia?
( I think you mean the "Lennon" Sisters...)
Back on topic, when I was back at Air Florida in the very early 1980s, we had 4 737-100s that had come from Singapore Airlines, and two of these aircraft were so problematic that we named them "Godzilla" and "Rodan" after the two movie monsters...
Cancidas From Poland, joined Jul 2003, 4112 posts, RR: 12 Reply 14, posted (8 years 5 months 2 weeks 4 days 16 hours ago) and read 3313 times:
for me it would be N824HK. when we see the "TRN" identifier on the FIDs screen it becomes time to pull out the airstarter and a GPU and an extra headset for the engine start. =( why can't they just fix the damn APU?!?
"...cannot the kingdom of salvation take me home."
Abbs380 From United States of America, joined Mar 2005, 120 posts, RR: 0 Reply 15, posted (8 years 5 months 2 weeks 4 days 12 hours ago) and read 3247 times:
Not really black sheep, but a pain in the butt. A-300 & A-310 with P&W engines. Company policy for starting engs. is, max motoring + 30 sec. (really) before fuel on. I swear you can have a CF6 powered a/c gone before the P&W has the first eng. going. Dont know why, P&W engs. seem ok reliability wise, guess they just hot start easier.
For the later years that NW operated her. Her ship number was 6608, but she was affectionately known as sixty-sicko eight becuase when the upper-deck lav was flushed, the blue liquid(unused) would run down the sidewall in B zone. It was a high-density Beach Market configuration, so it was coach section that had to endure that discomfort.
A couple of Sea Kings I worked on as 'Satan Spawn" and 'Son of Spawn', and our heavy maint crew was called 'Sprite' by the rest of the Squadron because we couldn't get 7 Up (the last Chinook we put thru maint was 147007).
DAirbus From United States of America, joined Nov 2003, 588 posts, RR: 2 Reply 19, posted (8 years 5 months 2 weeks 3 days 17 hours ago) and read 3066 times:
Delta used to have an L-1011 ship 724 which had been converted with additional fuel tanks for increased range and redesignated as a TriStar 200. Not only was it an oddball since it was the only one of it's kind but it also tended to have lots of maintenance issues especially with the fuel system. Maybe a Delta old-timer can elaborate.
"I love mankind. It's people I can't stand." - Charles Shultz
Abbs380 From United States of America, joined Mar 2005, 120 posts, RR: 0 Reply 21, posted (8 years 5 months 2 weeks 3 days 13 hours ago) and read 3014 times:
Mel, I dont remember what the minimum is, but I think P&W says fuel on at 20% N2. But company policy is max motoring + 30 sec. Now this seems kind of silly because max motoring is usually a little over 22% but of course this can vary due to the health of the apu. An a/c with a good apu will get you up to 20% pretty quick but that last 2% can take (what seems like) a long time, then you are supposed to hold that for 30 sec. With GE engs its just 20%-bam- fuel on. Pilots dont like it either, its just company policy.
Abbs380 From United States of America, joined Mar 2005, 120 posts, RR: 0 Reply 23, posted (8 years 5 months 2 weeks 1 day 17 hours ago) and read 2830 times:
MEL, It was not rectified and the company does not consider it a problem, it is just considered a difference. The pilots dont have an explanation for it, its just how they are told to operate the a/c. I agree its not an issue with the apu, duct pressure does not drop any lower while cranking a P&W vs. a GE. Its not a major problem, but as I said, it takes a few more minutes to depart a P&W powered a/c. We have to remain on the headset (regardless of eng.) until the crew is happy with the a/c & ready to taxi.