AvionicMech From United Kingdom, joined Jan 2005, 315 posts, RR: 3
Reply 8, posted (9 years 3 months 12 hours ago) and read 5343 times:
Quoting A/c train (Reply 6): RB211 simualted surge test is quite interesting, take the sense line off the TPU and put your finger over it, try it some time!!
How often do you have to do this check? We have to do it after every 'c' check I think. Well that is on the RB-211's on our 757's. It is also quite good fun when a new engine is fitted on the wing and run for the first time and still has some inhibiting fluid left in the fuel system and spits nice big flames out the back.
Fr8Mech From United States of America, joined Sep 2005, 5914 posts, RR: 15
Reply 9, posted (9 years 3 months 10 hours ago) and read 5267 times:
Quoting VC-10 (Reply 5): 3. Any Hi-pwr run on a JT9 (waiting for it to surge), breather margin chk on a JT9, holding at TO for 5 mins.
I remember having all 4 at TO power because our engineering folks wanted some data on temperatures in the leading edge. About 200,000 lbs of fuel and 4 JT9's at max for 5 minutes. Sweating every second after bleed shift.
Ever do an EVC trim with all the junk hooked up? Especially when you're trying to figure out why the beast keeps stalling?
Jeffry747 From United States of America, joined Jun 2005, 965 posts, RR: 2
Reply 10, posted (9 years 3 months 9 hours ago) and read 5251 times:
Ever wonder what a hurricane feels like? I once drove a tug behind a 747 running at idle. Aircraft somehow did not have its beacon lights on and the tug's interior was loud enough to drown out the sound of the plane, so I did not know the aircraft was running until the thrust was buffeting the tug. Dangerous, but exciting!
VC-10 From United Kingdom, joined Oct 1999, 3719 posts, RR: 33
Reply 11, posted (9 years 3 months 9 hours ago) and read 5222 times:
Quoting Fr8Mech (Reply 9): Ever do an EVC trim with all the junk hooked up? Especially when you're trying to figure out why the beast keeps stalling?
Yep, even done an EVBC check where you trim the 3.0 bleed as well. It wasn't unknown to hook up all the gear, go for the run & have one of the actuators fail. Another goody (not me) was to select reverse with the mast on!
On one occasion we got the run area tried to trim and nothing happened. The lead fron the trim gear in the cockpit to the engine had broken free where it snaked out of door 3 down the pylon to the engine and had been hanging in the exhaust. Of course it burned through.
DeltaGuy From , joined Dec 1969, posts, RR:
Reply 13, posted (9 years 3 months 3 hours ago) and read 5110 times:
Let's see...going to go put chalks in when a 767 engine has just shut down, and trying to time how many seconds from shutdown you can stand the blast..I got to like 4-5 seconds after fuel was shutoff to where I could do it..kinda stupid though
Only other fun I ever had when working on the ramp was shutting down APU's and stuff, and just messing around with the FMS, test switches, and such before I did it...they told me to shut the jet down, but not what to do before it
HAWK21M From India, joined Jan 2001, 31754 posts, RR: 55
Reply 15, posted (9 years 2 months 4 weeks 1 day 20 hours ago) and read 5013 times:
Quoting Jeffry747 (Reply 10): Ever wonder what a hurricane feels like? I once drove a tug behind a 747 running at idle. Aircraft somehow did not have its beacon lights on and the tug's interior was loud enough to drown out the sound of the plane, so I did not know the aircraft was running until the thrust was buffeting the tug. Dangerous, but exciting!
There was a Demo Video showing a Tug passing behind a Engine Running B747 with disastarous results.
Molykote From United States of America, joined Aug 2005, 1343 posts, RR: 15
Reply 16, posted (9 years 2 months 4 weeks 1 day 19 hours ago) and read 4990 times:
Trim balance procedure for a RR powered 757. This is known in quasi-slang as a "3 shot plot".
The procedure basically involves the installation of known imbalance weights in 3 positions on the fan's hub (behind the spinner cone). The engines are then run up to high power settings with the deliberate imbalance shaking the hell out of the aiplane! The minimum fuel load required to perform this test is quite substantial due to the power available from the 757 engines.
Wingscrubber From UK - England, joined Sep 2001, 856 posts, RR: 0
Reply 17, posted (9 years 2 months 4 weeks 1 day 18 hours ago) and read 4974 times:
Most fun I've had in a plane as a trainee mechanic was probably helping out during a ground-run of a piper aztec, (small game in comparison to the aforementioned aircraft I know) problem was the brakes weren't good enough to stop the aircraft rolling forward when the engines were running at full bore, I was told to put railway sleepers in front of the main gear so the aircraft wouldn't go anywhere...
As for actual flying, doing a stall turn in a bulldog as a cadet or auto-rotate demonstration in a robinson r22, or maybe even being winch-launched in a viking glider, all great fun
SkydrolBoy From Canada, joined Sep 2003, 341 posts, RR: 2
Reply 21, posted (9 years 2 months 4 weeks 1 day 4 hours ago) and read 4745 times:
Well its technically not on a real aircraft, but every year we have recurrent training in our simulator. At the end of the session we spend about 15-20mins each taxiing around the airport to practice since we dont get to do it for real very often. The last time I was doing my training I was doing my high speed run down the runway at about 100knots when the sim instructor decided to put another aircraft on the runway infront of me just to make sure I could stop in time. I had full brakes and full reverse and full brakes and barely made it in time. My hands where still shaking for half an hour afterwards.
But my favorite is anytime we get to do trim runs on the 27, when we take all three engines up to full power to check the throttle stagger. Always seems like we are on the verge of breaking loose of the chocks.