jerry150686

Want more run-up? A little bit closer...

Just found a nice vid :) Edit: And another one, it says it's an igniter from a LM1500, so basically a GE CF6 without the fan, only the gas generator, for industrial applications. [media=]

For the engine oil, we just do a replenish every day, after every flight (or if maintenance actions needed to drain oil). Otherwise, it's done during engine overhaul, at the engine shop. The engine burns a little bit oil while running, up tu 0,8 L/Hr is permitted on GE90. And the GE90-90/94 consumes more than a -110/115 !! For the starter and IDG oil (also engine oil, but not interconnected), we do change it, every 600 to 800 flight hours maybe, depending on the aircraft... so every 2 months I guess on long haul planes (more likely every month on short haul planes, as the do more cycles per day)

As far as i know, the ceiling located crew rests (flight and attendants) were introduced with the -300 ... On the -200's the attendant rest, when installed, is in a container, on the lower cargo deck (LLAR: lower lobe attendant rest). Air Austral doesn't have those LLAR's on their -200ER, attendants have dedicated seats in business class....

Ooops, forgot to answer. The igniter you see is mounted directly on the engine. On this igniter (2 per engine), you connect the ignition power plugs, big shielded (and sometimes vented) cables, running to the ignition high power boxes, generating the ignition spark (lightning should I say :D ). Thoses igniters make the "TAC TAC TAC TAC" you can hear when a jet engine is starting. Cheers :)

In the -F, the crew rest is the same as in the -200's. The crew rest you are reffering to, above the ceiling, is in the -300's ;) More above the first class than the galley.

Ever see an GE90 igniter? The pen is here to show the size of the thing (pretty much larger than those on CF6-80 on CFM56) This is how it looks like when beeing in an engine... ;)

The crew rest is outside of the cockpit. It looks like a simple locker-room when closed. And when opened and locked, the door closes entire access to the cockpit.

Nice pics! Nice to see there are some mechs around here :)

Hi, Nice pics! So i'm not the only doing that hehe!! Is it easy for you to take them, or do you have to be veeeery discrete, because pictures are forbidden (as in my case) ?

One complete wheel (tire + rim) weights around 250kilograms. So already 1.5 ton of wheels per landing gear truck. Each brake is another 60-80kg.... so yes, a lot of weight here! The dirt on the wheels comes from the carbon brakes, producing amounts of dust (very very thin dust, very hard to ged cleaned when you touch it). Those wheels here are not that dirty....you can easiky find much more darker ones :)

I'm at AFR, based in CDG ;) I enjoy seeing all the FDX birds comming in and out every night, they pass just in front of my hangar =)

Very simply done. You let the lock pin in the downlock brace, and the gear will not move :)

The 777's philosophy to maintenance has radically changed compared to the previous Boeings. It sure has BITE (Built In Test Equipment). The maintenance pages are dispalyed on the DU's (Left or Right ND, or Lower DU), activated via the CDU and scrolled via the trackpad under the CDU. Then, for all the tests and reports (most of them), it goes via the MAT (Maintenance Access Terminal), at the right aft of the cockpit. A big display with a trackball, where all the BITE and system tests are available. On the previous Boeings, the MAT did not exist, everything was to be done via the CDU's, in the CMC menu. Not as friendly user as in the T7, but.... it's doing fine :)

Fixin' the big birds :) Aircraft mechanic ;) Those Maintenance Pages are, as said above, very helpfull ti see the state of a system.