B747Skipper From , joined Dec 1969, posts, RR:
Reply 1, posted (11 years 2 months 2 weeks 12 hours ago) and read 3735 times:
Dear Sr71 -
That can be done, I had the situation a few times...
Last minute change of a tire with the fuel loaded, and passengers aboard.
I rather have the passengers waiting in the boarding area, but sometimes we are late making the decision.
Avt007 From Canada, joined Jul 2000, 2132 posts, RR: 5
Reply 2, posted (11 years 2 months 2 weeks 11 hours ago) and read 3725 times:
I`ve changed quite a few after everyone is on board.As for doing it while they are boarding, it wouldn`t be my first choice, but no big deal. The aircraft moves around slightly, but not enough to worry about, especially since in the worst case scenario, you still have the other tire(s) on the gear leg to support the aircraft.
EMBQA From United States of America, joined Oct 2003, 9364 posts, RR: 11
Reply 3, posted (11 years 2 months 2 weeks 11 hours ago) and read 3722 times:
Well, on Regional aircraft you also need to remember that the 'jack' is just a bottle jack and only lifts up one tire, so it safe to be around and on-board the aircraft.
I've had to do it a few times while working Line Maintenance in BOS. If I would have asked them to de-board the aircraft I would then open up several problems.........
1).. You can change a tire in just a few minutes, so its a much less hassle to leave them onboard.
2)..The passengers would get pissed off if you ask them to get off.
3).. It would add a TON of time to the situation as, once back in the gate area they would need to be RE-boarded and all the hassles that go along with that.
4).. If they do go back inside, I'll bet you 100% Operation will MX-CX the flight.
"It's not the size of the dog in the fight, but the size of the fight in the dog"
Sr71 From Canada, joined Apr 2001, 29 posts, RR: 0
Reply 4, posted (11 years 2 months 2 weeks 10 hours ago) and read 3698 times:
My concern was with loading say 7000 lbs. on a pallet into the cargo hold and perhaps causing the aircraft to move. I've seen heavy pallets loaded in the front of a B-767 cause the aircraft to yaw to the left and back to centre again.
Thanks for your input, this topic came up last night while on shift as to the safety aspect and the potential for something to happen.
Vikkyvik From United States of America, joined Jul 2003, 10959 posts, RR: 26
Reply 6, posted (11 years 2 months 2 weeks 9 hours ago) and read 3668 times:
Can someone give a brief rundown of how tires are changed normally on aircraft? (I assume the procedure does not change with the extra weight of passengers and fuel) Interesting that this topic came up today, as my father, who flew into LA yesterday, was telling me earlier how his flight from Phoenix to Ontario was delayed due to needing a tire change. He said it took about 45 minutes, and that he couldn't feel a thing while sitting in the plane.
I was thinking about it, and if you have a two-wheel bogey, for example, and one of the two wheels is suddenly not load-bearing (due to it being changed), then would this not induce some serious stresses in the gear strut and assembly? Or do they have an "alternate" as such for the wheel, to avoid these stresses? Thanks for any replies...
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Cx flyboy From Hong Kong, joined Dec 1999, 6694 posts, RR: 55
Reply 7, posted (11 years 2 months 2 weeks 8 hours ago) and read 3657 times:
Funny this topic should crop up, as we incurred a 3 hour delay yesterday in Singapore when a tyre deflated during taxi out. They changed the tyre with everybody on board, but it took an hour to find the second jack needed to change the middle pair of wheels in the 777 bogey.
A few weeks ago the engineers managed a wheel change within the turnaround time at Saigon, with passengers and cargo being offloaded then loaded with no problems.
Mr.BA From Singapore, joined Sep 2000, 3423 posts, RR: 21
Reply 8, posted (11 years 2 months 2 weeks 6 hours ago) and read 3627 times:
It seems that it always take forever for Singapore engineers to find something that is needed. Like my UA flight... they took a good 2.5 hours to find a spare part, where SIA has 38 B744s using the same varient of PW4056s as UA.
Air2gxs From , joined Dec 1969, posts, RR:
Reply 9, posted (11 years 2 months 1 week 6 days 20 hours ago) and read 3576 times:
We change tires/brakes all the time on our aircraft during load and unload. Our only real concern is the nose gear. We may hold the load on a nose tire change because the aircraft nose has a tendency to jump around a little while loading/unloading.
Tire changes (or more correctly: wheel assembly changes) are pretty straight forward.
1. Jack the axle
2. Deflate the tire
3. Remove the "hub cap". This is actually known as a transducer drive for the antiskid system.
4. Remove the safety bolt(s)
5. Remove the wheel nut
6. Remove the wheel assy. or the bearing and then the wheel assy.
7. Clean and inspect the axle.
8. Reverse procedure to install.
9. Torque wheel nut as specified.
10. Check pressure before and after lowering wheel.
DAirbus From United States of America, joined Nov 2003, 596 posts, RR: 2
Reply 11, posted (11 years 2 months 1 week 5 days 8 hours ago) and read 3447 times:
In my experience, mechanics will change tires on large jets while loading and unloading is going on. With RJ's, the mechanics don't mind loading bags but they ask us to hold off on passengers until the aircraft is off the jack. I am not sure why. It might be that they use different types of jacks.
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