OOPSIE!!!!

[Troubleshot]

in the real world of aviation they do

Thanks Troll.

Airline maintainers don't taxi the wide-bodies. Pretty sure they are real world.

The military doesn't let the AVNs taxi either. If you don't think we fly in the real world - you need to shake your head.

Granted that some private corporations probably don't have the infrastructure in place to effectively tow their aircraft from point A to point B - which would be the only reason why an AME would be taxiing.

I have taxied large aircraft hundreds of times...just did last night... a 757-300 from a gate to a runway for high power runs, man... to make such a wrong statement you either never work for an airline or your very inexperienced in aviation. I also know of several qualified AVT's that also taxi large aircraft.

[b1ngnx33]

I personally don't know how to start any engine [ plane ].

I've worked on them, but I wouldn't know what button or switch to start.

I've never seen a checklist.

I've seen red covers on some switches. They look important.

I've learned too NOT do reverse thrust on propellers [ when they're not moving ].

It breaks the cables. I don't want to find out the hard way. I just accept this as fact.

I don't know the full story, so I won't comment on it.

I've made my fair share of mistakes. Its NOT fun. They never let you forget them.

100 million in total damages? Ouch. BIG OUCH.

From this article I have learned to NOT do compressor washes.

Get a pilot to turn the compressor.

I refuse to deal with million dollar oopsies.

[SAR_YQQ]

Ok - I am man enough to admit a mistake on my part. Apparently there are some organizations out there that have their maintenance organizations taxi their aircraft for run-ups etc. I shall digress on that issue.

As to the former AVN tech who obviously bears a grudge to his former employer and their employees - get over it. I have always treated my techs with respect. It's evident that you have had some piss poor dealings with the 32A trade - we are not cast in stone. Denigrating my trade and profession in a typical troll-like action was/is not warranted in this case and I will not let it pass. <Enough said>

RESCUE

[KISS_MY_TCAS]

if these so-called "engineers" are to be in the cockpit turning the engines over, dont you think you should have at least, a basic knowledge of how to start, even perhaps taxi?

They are not called engineers in the USA. Your ignorance still amuses me.

I call it stupidity. just like the video (Im sure most of us here have seen it) of a gent trying to fly a Hughes 300 helo with no training, crashing the RJ in this manner is STUPIDITY!

Or perhaps complacency, fatigue, poor communication, lack of training or any combination of them. Remember, maintenance normally happens at night when the aircraft aren't scheduled to fly, this incident happened at night when people normally sleep. You should try a human factors course, if you're ego wasn't so big you would be able to see why you are such a high risk (or is it that your ego is what makes you a risk?).

Sure they do, I have a good friend that routinely taxis the RJ. He doesnt seem to have any issues such as this....

I assume this friend is a pilot on the RJ, since no AME would tolerate you in thier free time. Unless of course you hide your e-personality from him.

Because 100million$$$ of airplanes have been wrecked!- this in a time airlines can least afford it.

I would hope the insurance was paid for ahead of time, that's how it normally works (you do have insurance don't you? Or do you think you are too good for that too?). They have already afforded it through thier insurance premiums. I have yet to see an airline end up worse off financially after bending some tin.

[Troubleshot]

I personally don't know how to start any engine [ plane ].

I've worked on them, but I wouldn't know what button or switch to start.

I've never seen a checklist.

I've seen red covers on some switches. They look important.

I've learned too NOT do reverse thrust on propellers [ when they're not moving ].

It breaks the cables. I don't want to find out the hard way. I just accept this as fact.

I don't know the full story, so I won't comment on it.

I've made my fair share of mistakes. Its NOT fun. They never let you forget them.

100 million in total damages? Ouch. BIG OUCH.

From this article I have learned to NOT do compressor washes.

Get a pilot to turn the compressor.

I refuse to deal with million dollar oopsies.

B1, I will assume you are an apprentice buy these statements. I will offer some advice, you as a maintainer will be expected to run-up aircraft on a regular basis (after you have been trained and are licenced)... because at 3AM who else will do it? there are no crews around and know doubt maintenance manpower will also be lacking...sooo guess who is doing the run.

Never say in front of your co-workers that you'll "never do compressor washes" because YOU HAVE TO. If you are afraid of planes go get a desk job and leave an opening for someone that will help me on a night shift...not run away.

And buy the way reversing a prop while it is not turning doesn't break cables ( it may break something else)...if you don't know what I mean, LOOK IT UP!

I can tell by your comments that your as green as a tree so I'll cut you some slack...sort of.

[Strega]

They are not called engineers in the USA. Your ignorance still amuses me.

Why not? I thought they did engineering work?

I assume this friend is a pilot on the RJ, since no AME would tolerate you in thier free time. Unless of course you hide your e-personality from him.

Nope, hes an AME M2 , hes actually tried to telll me a couple of times that "sure I could fly it" , Im sure you know my response

Iwould hope the insurance was paid for ahead of time, that's how it normally works (you do have insurance don't you? Or do you think you are too good for that too?). They have already afforded it through thier insurance premiums. I have yet to see an airline end up worse off financially after bending some tin

I dont think you really grasp how much 100Mil is? Where do you think the insurance company gets the money to pay out claims? Also, Im guessing in this case, the insurance company might not pay out, as this accident was from negligence- measures had not been taken to prevent the aircraft from moving with a non taxi qualifed A&P at the controls.

Or perhaps complacency, fatigue, poor communication, lack of training or any combination of them. Remember, maintenance normally happens at night when the aircraft aren't scheduled to fly, this incident happened at night when people normally sleep. You should try a human factors course, if you're ego wasn't so big you would be able to see why you are such a high risk (or is it that your ego is what makes you a risk?).

Are AME's and or A&P's the only people that work at night? as for my ego, my ego can be backed up with skill and a proven track record.. can yours?

[xsbank]

Strega, you sorely try my patience - my new resolution to be nice to dorks is being stretched to the limit - don't be the one that makes me fall off the wagon.

[BoostedNihilist]

(Im sure most of us here have seen it) of a gent trying to fly a Hughes 300 helo with no training

link me

Thanks

[Strega]

here you go "stupid"


http://www.alexisparkinn.com/photogalle ... aught).wmv

[Elliot Moose]

Okay, so first off mechanics are routinely trained to do starts, engine runs and taxi by most of the major and minor airlines. I helped develop a maintenance taxi course for the CRJ myself--even taught it a bunch of times in a CRJ full flight level D sim!

Mtce is supposed to use a variety of checklists for all of the tasks (I am quite familiar with the CRJ mtce manual, and occasionally assist in maintenance myself). Depending on the task, they may use the maintenance manuals themselves, and/or the pilot's checklist and/or a maintenance specific checklist developed by individual companies. The AMM goes into ridiculous detail about various safety precautions for EVERY task there (it reads like a 40 volume version of a McDonald's coffee cup!) as well as step by step instructions for each task. There is no excuse to not follow it. This one includes instructions to ensure thrust at cutoff, and to pull the ignition CB's.

The FADEC on the engines will allow a smooth, cool, normal start regardless of thrust lever position (except of course if it is at shutoff, or if the ITT is 120C). Once the start sequence is complete (typically 25-35 seconds), normal fuel scheduling takes over and she will spool up to whatever the thrust lever commands. SO the only real issue is "what the hell was going on during the start sequence?" An engine lighting off is very different (starting with the big noise) than a motoring sequence. If she hadn't caught on by the time the engine stabilized, there was no hope as it suddenly accelerated towards takeoff thrust--talk about a surprise!

[GilletteNorth]

Troubleshot:

I'd say ASA will gladly take the insurance money....they can soak the insurance companies on this one, even if they repair the planes and not write them off you can be sure they will come ahead on this little mishap.

Can't say I know any insurance company that would let themselves 'get soaked'. It's pretty much impossible to calculate the lost revenue from aircraft unavailability, even if it's only a relatively short time span from accident to replacement. What about pilot/flight attendant loss of income from not having a plane to fly? Add in some added training costs for the luckless female who caused it all in the first place. Workers Compensation or whatever the US has? There could be many other costs associated that might not be accounted for that would not be recovered from insurance. No accident ever seems worth the insurance money to me.

[Troubleshot]

pretty easy to soak insurance companies man, all the things you mentioned will be covered. It would take a long time to list the ways the company can use the insurance money to "re-feed" itself. One example is all the maintenance and repair that has to take place, the spin-off from that alone will be huge. The labor will be paid from all the maintenance personnel working on these aircraft by the insurance company...hence not coming out of the payroll account (probably for months). I was a part of a big @#$! job repair like this one once (not quite as sever) but trust me we came a head.