Oh Boeing, again, again...

Screaming_Emu said:
*magnum
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Ribbed



15478766469_2159fdf34d.jpg
 
knot4u said:
I can only speak to my experience, none of which includes anything remotely 121 related, and I find it hard to comprehend how something Ike that could happen barring a major part failing. I'm not going to look up 777 MLG tire changes on YouTube, but I will explain how a MLG wheel on a Gulfstream is secured. After getting the thing up onto the axle with the bearings and brakes fighting you the next step is to install the nut, that's where the torque wrenches come into play. This is why it's a two person job, someone has to spin the wheel as you over torque the nut initially (per the AMM), trying to do this solo is a fools errand. Then you back it off and retourqe it to the minimum value as your partner continues spinning the wheel like a crazy person. At this point you both take a break and wonder when your life went wrong. After a couple of sips of water you get back to it and try to figure out if the nut has aligned with the holes in the axle so you can just put the cross bolts right back into their holes, that never happens, luckily the AMM gives a large range of torque values and most of the time you can just keep adding torque, as your partner is once again manually spinning the wheel, until the holes line up. Most of the time that works but sometimes it doesn't. The problem is likely to be the wheel speed transducer, the axle has lots of holes to safety that nut, but those bolts also secure the transducer inside the axle and it only has 4 slots. A word of advice to anyone working on a Gulfstream, you can rotate those transducers a little bit but you better have brand new o-rings and lube, those little rubber circles live in the worst possible environment imaginable and if you uncage them they will display their anger by immediately hulking out. So once you get the wheel torqued, the cross bolts installed, the cap installed and the tire inflated you can set the airplane back on the ground, do some paperwork and walk away. None of what I've written has anything to do with positioning an airplane to jack it up, ensuring a replacement wheel is available, any of the required inspections or any of the other nonsense regarding a schedule might impose. I've changed wheels on Lears and Gulfstreams as pax were either on board or boarding. There's a reason I don't do that anymore.
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Never flown Gulfstreams (or Lears), but a G-V is about the same weight and size as my navy steed. It always impressed me how quickly our guys could change out a main mount. One discovered in the turnaround inspection, and they say "oh don't worry, it'll be a flyer by the time you walk (to the airplane)". And sure enough, in less than an hour, it is.
 
MikeD said:
There’s a good number of large airport crash rescue units that have a stair truck as one of their vehicles. They never really ever get to use them, less than even the crash trucks themselves. So being able to use it here, was indeed validation! Haha.😆
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Just in case anyone didn't understand... that's precisely what I meant.

See what I get for trying to be, er, succinct (not use too many "word-salad", "AI bot" words)? Guess I'm gonna get it going up OR down the stairs... Lol. 🤣
 
knot4u said:
I can only speak to my experience, none of which includes anything remotely 121 related, and I find it hard to comprehend how something Ike that could happen barring a major part failing. I'm not going to look up 777 MLG tire changes on YouTube, but I will explain how a MLG wheel on a Gulfstream is secured. After getting the thing up onto the axle with the bearings and brakes fighting you the next step is to install the nut, that's where the torque wrenches come into play. This is why it's a two person job, someone has to spin the wheel as you over torque the nut initially (per the AMM), trying to do this solo is a fools errand. Then you back it off and retourqe it to the minimum value as your partner continues spinning the wheel like a crazy person. At this point you both take a break and wonder when your life went wrong. After a couple of sips of water you get back to it and try to figure out if the nut has aligned with the holes in the axle so you can just put the cross bolts right back into their holes, that never happens, luckily the AMM gives a large range of torque values and most of the time you can just keep adding torque, as your partner is once again manually spinning the wheel, until the holes line up. Most of the time that works but sometimes it doesn't. The problem is likely to be the wheel speed transducer, the axle has lots of holes to safety that nut, but those bolts also secure the transducer inside the axle and it only has 4 slots. A word of advice to anyone working on a Gulfstream, you can rotate those transducers a little bit but you better have brand new o-rings and lube, those little rubber circles live in the worst possible environment imaginable and if you uncage them they will display their anger by immediately hulking out. So once you get the wheel torqued, the cross bolts installed, the cap installed and the tire inflated you can set the airplane back on the ground, do some paperwork and walk away. None of what I've written has anything to do with positioning an airplane to jack it up, ensuring a replacement wheel is available, any of the required inspections or any of the other nonsense regarding a schedule might impose. I've changed wheels on Lears and Gulfstreams as pax were either on board or boarding. There's a reason I don't do that anymore.
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There's at least ONE other way "something like that could happen barring a major part failing"...

Some, or several, or many itty bitty non-major parts not even being present for duty.
 
form810 said:
There's at least ONE other way "something like that could happen barring a major part failing"...

Some, or several, or many itty bitty non-major parts not even being present for duty.
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I'd find it's suspect to assume that a major 121 operator doesn't utilize a system requiring an inspector that has not performed the work to have a look and sign it off before the airplane is released. Did someone get lazy? Maybe. In most of the 135s I've worked for we always used RIIs for a number of systems that were considered safety related, flight controls, landing gear operation, engine changes and lots of other things you might consider inconsequential. Did you know that the cockpit seats are an RII item? I've been an RII for a few companies, but without fail one thing that was always written into the GMM is pretty much anything landing gear related is an RII item, with the exception of changing wheels and brakes. There are different levels of inspectors, usually getting authorized to inspect another mechanics work requires a certain amount of experience doing that job and getting the approval from your superiors based on the content of your character. My dead brothers wife is getting remarried and she and her new husband are going to Alaska and my niece is going to Australia for a pre college trip and both are both going to be flying soon. She called me and said she was concerned about how safe it might be. I did my best to assure her that they're more likely to get hurt on the way to the airport than on their flights and the real concern should be unruly pax disrupting their plans. 2024, ain't it grand?
 
knot4u said:
I'd find it's suspect to assume that a major 121 operator doesn't utilize a system requiring an inspector that has not performed the work to have a look and sign it off before the airplane is released. Did someone get lazy? Maybe. In most of the 135s I've worked for we always used RIIs for a number of systems that were considered safety related, flight controls, landing gear operation, engine changes and lots of other things you might consider inconsequential. Did you know that the cockpit seats are an RII item? I've been an RII for a few companies, but without fail one thing that was always written into the GMM is pretty much anything landing gear related is an RII item, with the exception of changing wheels and brakes. There are different levels of inspectors, usually getting authorized to inspect another mechanics work requires a certain amount of experience doing that job and getting the approval from your superiors based on the content of your character. My dead brothers wife is getting remarried and she and her new husband are going to Alaska and my niece is going to Australia for a pre college trip and both are both going to be flying soon. She called me and said she was concerned about how safe it might be. I did my best to assure her that they're more likely to get hurt on the way to the airport than on their flights and the real concern should be unruly pax disrupting their plans. 2024, ain't it grand?
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There are a lot of things that are "Required Inspection Items", in both aviation and life in general. RII is nice nomenclature. Shakespeare was a nice writer. But neither of those names necessarily means anyone is actually going to pay attention and read.

Many folks don't know what those items are, or that there exists a necessity to inspect them.

In aviation, at least those items are identified and even sometimes enumerated. In aviation, some people are employed specifically to know what those items are, to inspect them, to count them... and, finally and most importantly, to attest to those facts with a scribbled signature. To we who fly the aircraft, the first three steps matter most. To the bean counters and the over-paid, stuffed shirts on "up" from there in the corporate "structure", it's really just the step-four box-checking that matters.

In life in general, most of those items are NOT identified. Most people have to figure out what those items are on their own. Even more people never do. Increasingly, more and more and more and more people are psychologically manipulated into believing they know what those items are while, in fact, remaining completely ignorant of the real items demanding their attention; All the while feeling the bliss of certainty in their misapprehensions.

I always liked the Marine Helo wrenches who placed every removed bolt on the tray in the pattern of the object from which those bolts were being removed. That way, they could know that they were putting the same threads back into the same thread receiver, and that every thread eventually got back to its original home safe and sound.
 
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www.forbes.com

Did Trump Executive Orders Further Weaken FAA Oversight?

The FAA has been mandated to take a more collaborative approach with manufacturers and airlines. Two orders from the president that require the FAA to cut regulations further may have tipped the balance, diminishing FAA authority and focusing it on working against its principal priority on safety.
www.forbes.com www.forbes.com

Don’t worry the industry will regulate itself
 
form810 said:
There are a lot of things that are "Required Inspection Items", in both aviation and life in general. RII is nice nomenclature. Shakespeare was a nice writer. But neither of those names necessarily means anyone is actually going to pay attention and read.

Many folks don't know what those items are, or that there exists a necessity to inspect them.

In aviation, at least those items are identified and even sometimes enumerated. In aviation, some people are employed specifically to know what those items are, to inspect them, to count them... and, finally and most importantly, to attest to those facts with a scribbled signature. To we who fly the aircraft, the first three steps matter most. To the bean counters and the over-paid, stuffed shirts on "up" from there in the corporate "structure", it's really just the step-four box-checking that matters.

In life in general, most of those items are NOT identified. Most people have to figure out what those items are on their own. Even more people never do. Increasingly, more and more and more and more people are psychologically manipulated into believing they know what those items are while, in fact, remaining completely ignorant of the real items demanding their attention; All the while feeling the bliss of certainty in their misapprehensions.

I always liked the Marine Helo wrenches who placed every removed bolt on the tray in the pattern of the object from which those bolts were being removed. That way, they could know that they were putting the same threads back into the same thread receiver, and that every thread eventually got back to its original home safe and sound.
Click to expand...
I was specifically talking about aviation. I've been a mechanic, a lead mechanic, an inspector, an RII inspector and a chief inspector over the last 30+ years, all 135/145, my scribble does not come cheap. As far as the bolts on a tray, that seems precarious. My simple method for sorting removed hardware when each bolt/screw are different is bulletproof as long as what comes out is actually correct and you prepare before you start. Get a piece of cardboard, draw the approximate shape of whatever it is you're removing on it, count the bolts/screws and put dots in their relative positions, punch holes into the cardboard on those dots, as the bolts/screws are removed put them in their hole in the cardboard. I'll tell you why this seems like a waste of time but actually is a time saver. I've seen a bunch of examples of when a job is starting to get close to being done and suddenly the finish line gets pushed farther away because of a lack of attention to detail. The most common issue is a sealed nut plate that gets damaged by someone trying to install a bolt/screw that's too long. These nut plates are normally only used on the external skin of a wet (fuel) area or the pressure vessel. Mechanic life hack?
 
HJB said:
www.forbes.com

Did Trump Executive Orders Further Weaken FAA Oversight?

The FAA has been mandated to take a more collaborative approach with manufacturers and airlines. Two orders from the president that require the FAA to cut regulations further may have tipped the balance, diminishing FAA authority and focusing it on working against its principal priority on safety.
www.forbes.com www.forbes.com

Don’t worry the industry will regulate itself
Click to expand...
Dis wil b good 🍿🍿🍿
 
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