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Had an interesting day at work.

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DeltaAir423

DeltaAir423

Jedi Trainee
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Well my cohort and I were sitting at our desks with the normal "slow" time came around. Out of the corner of my eye I saw a MD-88 being pushed back, and I heard a "whump", which I normally hear during the initial light off of one of their engines. Both my co-worker and I paid it no attention, and didn't move from our reading materials while keeping out ears peeled out on the radio for calls.

Next thing we know the emergency tone is going off, and we're jumping into action. Turns out the "whump" we heard and ignored was a 767 on one of the south runways having a compressor stall, and rejecting it's take-off. The Capitan and First Officer both requested to pass up the trip on the new plane we dragged up (seems they were sill trying to pry the seat cushions out of their neither reigons), but all passengers jumped on the new plane, and the flight continued without incident.

The big lesson that got reinforced to both of us today? Nothing is ever routine.
 
DeltaAir423 said:
The big lesson that got reinforced to both of us today? Nothing is ever routine.
Click to expand...

I feel like that every time I go to work. I feel lucky if the radios all worked, the tail stayed on, and we don't have oil all over the wing.

On the other hand... I was talking with a flight attendant a couple of weeks ago on a 757 - she's been on a couple of trips when they've had engine failures and, as it should be, they didn't know it had happened until they were told it had.
 
Back in the day, if a Pratt JT9D stalled then a check of the bleed system adjustment was required and go on your way. If an early GE CF6 stalled, then don't bother, just change the engine as it was normally toast. The Pratt's were a pain and often stalled while the CF6 rarely did.
 
This was a 767 with an "early" CF6. This particular 767 has CF6-80A2. The only CF6 I have seen that will not stall is the CF6-80C2F series motor. Now I remember back when we had 727's, if you had any measurable crosswind, number 2 would just sit there and pop pop pop pop the whole way down the runway.


Pratt builds a heck of a motor, but I hate changing anything on a big Pratt. Give me a GE or a RR any day! (especially a RR)
 
I used to work on CF6-6 (DC10-10) and -50 (DC10-30 / B747-200) before moving on to the more "modern" -80 with the A310. I also did some work on the Pratt JT3D (B707) and JT9D (B747-100). The only Rolls work I did was the Spey on the BAC1-11 and a little on the Conway (VC10 - the iron duck).

I much preferred the GE engines.
 
As far as jet engines go, I've worked on Pratt JT8D (15, 15A, 217), Pratt JT9D, Pratt 2037 aka pos, Pratt 4060 aka big pos, GE CF6-50, CF6-80 (A2, C2, C2F, C2F-B18), RR RB211 (22B, 524), RR Trent 892, CFM56, and IAE V2500.

The only thing that is bad about the Trent 892 is changing the fuel filter, as you're 20 feet in the air on a ladder, and you're leaning way over to reach the housing. When I first started working on the 777, I noticed most of the components are made by Lucas, and I started laughing. When my coworkers wanted to know why, I just pointed to the Lucas three position switch and Lucas pacemaker bumper stickers on my tool box. That raised a few eyebrows at work. Our local British Airways rep also saw the stickers and wanted to know what car I drove. At the time I didn't own a LBC, but he was amazed that a "young" American would know about Lucas Electrics.
 
About a hundred years ago I was a loadmaster on a C-133. I thought there was some rule about landing with all 4 engines running

Pete
 
:lol:

Otherwise, strap yer arse to a BULKHEAD! :jester:
 
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