AirKevin wrote:Magnum9 wrote:AirKevin wrote:I mean, I wasn't trained on how to take apart an APU, but I managed it just fine. Can't say the same for the rest of my classmates, though, since they didn't bother reading the maintenance manual. In any case, who do you think fixes planes when they get stuck in a foreign country.
See AlsoWhy Did Boeing Never Update The 757?Easa Module - 13 - Aircraft Structure And Systems (b2 Level) [30j8g5erezlw]110 - SHORTIE FLUSH MUSHROOM SETS ( FACE DIAMETER: 3/4" (19 MM) )( OVERALL LENGTH: 1-3/4" TO 2" (45 TO 51 MM) )( SHANK: .401" ) AVIATION TOOLINGFlightSim Files's Content - Page 7502Either mechanics from another airlines who are trained on the aircraft type…or…mechanics flown in by the airline from their maintenance base to fix it.
So let me see if I have this right. If hypothetically the airplane needed tires or brakes replaced, you would fly in mechanics from DOH to DFW just to do it? And how many other airlines at DFW have mechanics there who are trained on the type.
For the sake of simplicity we will use Lufthansa, United and IAH ( I don’t know if LH uses UA at IAH but for this scenario they do)
LH flies to IAH, a UA hub.
United Airlines Tech Ops offers line maintenance to airlines that fly to IAH for a fee. Included in the contract is mechanic/tooling/man power availability
LH has wheels and brakes at IAH.
LH 440 needs a brake change on the turn at IAH before heading back to FRA.
LH Mx control contacts United maintenance IAH about the requirement.
United maintenance discovers a wheel is below wear limits too. They notify LH maintenance control that they will be replacing a tire too.
United maintenance changes the wheel and brake.
LH Mx control and United IAH maintenance fill out / sign all paperwork.
Aircraft is good to go.
5 days later, LH sends in the 787-9 due to it now being a lower season.
The 787 requires ETOPS check before heading back to FRA.
UA IAH Mx is waiting for the aircraft to arrive so they can start the ETOPS check.
UA maintenance discovers evidence of a bird strike on the radome (birds guts everywhere)
UA maintenance also discovers possible dents on the leading edge.
Further - UA Mx discovers evidence of bird ingestion into the engine.
Radome is pretty simple fix - borrow a radome from United if they have an extra one available at IAH, UA Mx changes radome. If UA doesn’t have stock at IAH, see if American has stock at DFW. At this point the flight to FRA is cancelling due to crew time.
UA MX IAH starts doing measurements on the dents on the leading edge and reporting back to LH MX control to determine if the dents are within fly able limits.
Upon closer inspection of the bird ingestion of the engine, blades are damaged. Measurements are also taken of the blade damage.
UA Mx reports all this back to LH MX Control.
LH Mx control then asks UA IAH to do a borescope of the engine.
UA IAH sends back borescope results. Catastrophic damage caused by the birds.
LH MX control sends borescope info to GE.
GE tells LH MX control that the engine is out of limits.
An engine change is declared.
Radome from other airlines is put on hold as now the AC is out of service for extended period of time.
Lufthansa sends a radome from FRA on the next FRA-IAH flight.
LH then starts sourcing an aircraft that can fit the GenX, spare engine stand, and engine change equipment.
Radome arrives, and LH MX control has UA maintenance install the new one.
LH now knows the flight info they can get their GenX (tooling and stand too) on.
LH Mx control sets up a field trip from FRA (they were going to send a crew from JFK but they don’t have the man power due to a sick call)
Field trip arrives and goes to get some rest. Engine arrives, clearing customs 12 hours later.
LH field trip does the engine change over a 2 day period. Any oil and grease, maybe a couple packings too, LH Mx gets from United on the field.
The LH 787 is back in service after being out of service for 9 days.
Again - all hypothetical scenario.
Check out United Tech Ops capabilities. All the stations listed are where an airline can pay United to be the maintenance service provider - either the lone source or as an approved back up
