Kawi2strokes.com Forum

To not completely hijack a thread, but there were a few posts relating to this:

For 25 years of my career I wrenched on heavy aircraft. It was always great fun to do a "vibe" survey (looking for excessive engine vibration) on the Boeing 767-300s. The engines of most of the fleet were/are still GE CF6-80s, rated approx 63,000 lbs thrust each. The -300 '67 required 60,000lbs of fuel to be onbd for a full power run.

After determination of the engine max limits (EGT/N1 (fan rpm)/N2 (gas turbine) using charts in the AMM (Fadec/electronic control or non fadec /cable controlled power lever/throttle) I would taxi the aircraft to an approved run up area to carry out the run.

Generally there was only two of us aboard, with me being in the LH seat. Typically the runs were done at around 01:00 in the morn.Yes we made more noise than a triple!!! After clearance from the control tower was attained to commence the run the parking brake was set and both engines were advanced to about 70 percent N1 (a little better than 2/3 full power). The engine being tested was then advanced slowly from there up to max power looking for a percent (rpm) where the vibration level peaked (there is a built in vibe monitoring system in most heavy Jet ac). The non tested engine was brought up to such a high power to help prevent the nose wheel from sliding side ways.

Seat belt use was part of the SOPs and was well advised, as this thing truly would like to jump around at such power settings. Sometimes in winter there was ice on the runway/runup area making this sort of high power run impossible (AC would start to slide, even with this weight and the brakes set).

Doing such runs with the Airbus products (A319/320/321) we had to physically hold the brakes on (press on the tops of the rudder pedals) as the parking brake pressure was reduced to around 2,200 psi (down from 3000 psi normal brake system pressure.

Oh, and for a real good buzz try a ride in a 737-200 equipped with JT8D-17 engines, with only three of us aboard (test flight) and light on fuel. The thing is a ROCKET ship!!!.

J

so, you got to power brake jets. how awesome is that?

So I just googled Scully's 777F hauler.

Internet says the 777 has a revenue payload weight capability of 112 tons. I think Scully should commendeer a 777, fly around, and pick all of us with our bikes next month and haul us out to McGee Tyson.

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1973 RD350, 1979 RD400F, 1984 RZ350, 2014 Suzuki Vstrom 1000
CHRIS AND JEFF ARE THE MEN

I can't comprehend touching down at 130 kts with 500,000 lbs to get stopped. It had better have power brakes and big O pedals to push on

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1973 RD350, 1979 RD400F, 1984 RZ350, 2014 Suzuki Vstrom 1000
CHRIS AND JEFF ARE THE MEN

I think they are using all those h1 rear drum brakes that John has no use for.

On my first flight on a modern jet (non propjet), I was on a 727 from National airport to Charlotte. National has relatively short runways and lots of noise restrictions that make pilots follow paths that avoid rich neighborhoods with influential residents. The plane was not heavily loaded, and the pilot stopped the plane at the start of the runway, and as you say, power braked it. That was the most fun takeoff I ever experienced.

The opposite was on a 747 that flew nonstop from Kennedy airport in NY to Narita airport in Tokyo. It was fully loaded in every way, and with all that weight and the windows so high off the ground, it felt like there was no way it was going to actually get airborne.

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If it surges, that's normal, upshift.

I worked for GE in my "professional" life, most of it in the aircraft engine division. I always enjoyed seeing videos of engines on testbeds having frozen chickens launched into them, ice particles, etc. It's amazing the abuse these things can take.

One of the best stories was penned by a navy pilot who broke an engine on takeoff from an aircraft carrier (Foreign Object Damage.) He sent an email to some buddies about the experience which was shared with me at the time by one of my military contacts. It turned out to be pretty popular! http://tailspinstales.blogspot.com/2007 ... i-was.html

Good story, Frank, but it's a tad heavy on the buzz words.

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If it surges, that's normal, upshift.

Only aircraft story I have is,

1983 coming home from Germany on a big 727 double decker, very uneventful flight until we land , as the capt did the taxi way to the terminal he got lost did a wrong turn , next thing I see out the window is the taxi way is totally over grown with weeds and tree saplings , the plane stop capt comes over the pa and says "oopps I made a wrong turn" , we sat there for two hours for buses to come out and off load us, seems the taxi way was built for small planes the 727 could not turn around and also was too heavy for the pavement to safely support the plane.........

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1975 S3 project bike
1974 H1 project bike
1972 Yamaha R5
1974 Yamaha RD350

It the late seventies I was in the Air Force and stationed at Griffiss AFB in upstate New York as a Air frame specailist .
We where just starting a ORI exercise and they sent half of us home. My barracks was about a mile from the
runway and ramp so you got use to hearing jets 24hrs a day. At about 12.00pm I hear a engine run up to what sounds like 100%, then pop,pop, pop boom. I look toward the ramp where they run up engines and see lots of black smoke. At that time
about 4 of us hop in a car and head to the perimeter road to see whats going on.

We get to a parking lot across the runway and see a KC135 burn to the ground. To make things worse just as this
is taking place Air Force One lands with then president Carter on board to see a ORI operation in action. After
a long investigation is was determined that #2 engine had a catastrophic failure of the main shaft and it had just
come back from Pratt and Whitney.
http://aviation-safety.net/database/rec ... 19770304-0