If At First You Don't Succeed...Try Another Part.

Last week at work we were presented with an airplane that had a problem which should have been a simple fix but in fact turned out to be a real headache. This is the type of thing that happens every now and then that keeps the job interesting.

The plane can in a day before I started my work week. The original call was for a hydraulic leak at the engine. The fitting that was leaking was identified as one from the Engine Driven Hyd Pump. Ti cut off the hydraulic supply to the pump the fire handle for that engine was pulled which closed the gate Valve for that engine. Unfortunately it also set into motion a series of events that ultimately doomed the troubleshooting and nerves of several mechanics and several days worth of lost revenue for the aircraft.

The fitting had a bad O ring on it, which was changed and leak checked. The plane was dispatched but had to return to the airport after the A system "Low Press" light came on about 20 mins into the flight.

That night the engine pump was changed, the filters were changed, the electric hyd pump was changed after it was found leaking as well. As a hunch one of the mechanics checked that Gate Valve which isolates the engine from the rest of the hydraulic system. Turns out the Gate Valve was sticking and not operating smoothly. The valve was R&R'd.

After a leak check the system operated per the MM and the plane was put back into service. The following morning the plane took off and once again came back the the airport with the "Low Press" light illuminated. The engine pump was so hot it had changed color!

Those of you who are mechanics know that a double air return is now a serious issue and that the FAA is going to be checking it out. It also tends to get the attention of MX Control.

The engine pump was changed again, filters, the system drained and that's where I came in. I was working midnight shift overtime and I was working with another guy who I'll call Gold Brick. Gold Brick and I changed the A system Hyd Module, refilled the system and had to stop and wait for parts due in in the morning. I should also mention that the supply and return line to the pump were also changed.

Once the parts came in we installed them and did our leak check. We also ran the engine at idle for 10 minutes to see if anything happened. After this run we verified that there was fluid in the case drain filter. The case drain system is responsible for cooling the pump while it runs. All was good. By now it was Day shift and I was working with another guy I'll call Hearing Aid. Hearing Aid and I figured we would take the plane out and do a high power run for 20 mins to make sure all was ok.

We taxied out to the run up area and powered up to about 73% power and set the clock to time the run. Occasionally we would power up to about 85%. Everything was good until the 9 minute mark. Sure enough the "Low Press" light came on. Hearing Aid quickly throttled back and turned off the engine pump but the damage was done.

We taxied back to the overnight parking area and opened her up. Sure enough the pump was hot, when I opened the case drain system the fluid was hot. By now it was Swing shift and I had to leave.

As it turns out this is not the first time this has happened on a 700 series plane so we were getting help from all over with further trouble shooting. A Tech Foreman flew in and helped the guys on midnight  shift. Again they changed the pump, all the filters, all the lines, all the fluid and finally came to a little check valve which is in the case drain system right before it goes into the hydraulic cooler. That check valve was stuck. Since the valve was stuck the cooling was effectively shut off to that pump which allowed it to run for about 15 mins before it cooked itself to death.

So a little $200 check valve cost this plane a weeks worth of revenue, the cost of six or seven mechanics (several on OT), three pumps, several filters, two sets of hydraulic lines, I would say 15 to 20 gallons of hydraulic fluid and a lot of blood sweat and tears.

The plane flew fine on it's next trip. I know because after all that we decided that we should do a test flight for the plane. I was lucky enough to go on the test flight and monitored the A system pressures. As I said all was good.

It seems that when these things happen it is almost always a little part that fixes the issue. It's one of those things that you remember for your whole career. "Hey, remember that plane with that hydraulic pump....?"

Brute Force and Ignorance

A while ago when I worked at Delta Airlines I was as green as green could be. When we took lunch or had a break we would talk about what we were working on. That was the first time I heard the phrase "brute force and ignorance". When I would ask how this one guy fixed something he would almost always respond: "with brute force and ignorance". Being a young, newly minted airline mechanic I took this as just another saying.

Fast forward 20 years and it is amazing how true that saying is. How many times have we as mechanics got something to work by hitting it? How many engine driven hyd pumps have you installed by kicking or hitting it into place? How many times have you got something working and were totally ignorant as to how you did it?

Of course most of the time when there is a problem, you replace a part and that solves the issue. Most of the time when your flight crew explains a problem you have some idea of what is wrong. This is why we are professionals and this is why we are paid for our knowledge, but there is the always that one problem that simply goes away. There are always things that get stuck and the only way to un-stick it is to beat it up.

It's one of those things I really love about working jets. Those are the mysteries that keep the job interesting. Any one can change a VHF Receiver, but lets see them change that engine driven hydraulic pump on a turn, while it's hot, utilizing a scrap piece of 2x4 and a huge hammer named "big daddy" by it's owner. Those are the things you remember. Brute Force and Ignorance is not something that should be practiced every day out on the line but those that can apply it when necessary are the all around mechanics that I want to work with.

"That's A Hangar Job!!!"

We in OAK work Line Maintenance. We do a lot of landing light changes, avionics work, and tire and brake changes. We have no hangar so we do not do hangar work. What I want everyone to know is that while we do not have a hangar we do do work that would typically be described as "Hangar Work".

When I first think of what constitutes hangar work I think of major overhaul and HMVs (Heavy Maintenance Visits). What most people do not know about SWA MX OAK is that we also do a lot of work that some would consider hangar work. We do engine changes, gear actuators, APU changes, strut repacks, gear swings and even have done some pretty substantial sheet metal work.

Some people may think that working the Line would get them away from those types of jobs but in fact they are a lot more common than not. The trick of doing these jobs is that the weather does not always cooperate. I have done all the above jobs outside and in the rain and wind.

People who do Line Maintenance look to not having a hangar as part of the challenge. Way back in the day we used to Taxi over to the Oakland Alaska Airline maintenance hangar. They were nice enough to let us use their roof from time to time when they were still open. We also used to taxi on over to the United hangar when they were still open.

Occasionally I hear people at work complain that some job that they have been assigned is a "hangar job". I think they should watch what they wish for. The company could decide that they are right. If that happens and work is taken away from OAK why do we need 53 mechanics? On the flip side the company may review some of these jobs and start assigning us way more work that does not necessarily require a hangar to complete.

The Maintenance Dictionary of Terms

We all know that we have our own language in maintenance. I have written blogs about "hog" pliers, "the angle of the dangle", etc.  I am sure that we all have our own contributions to the "Maintenance Dictionary". It is an ever evolving language that will change time and time again as long as there are guys swinging wrenches.

There is one guy at our shop who has coined his fair share of terms that we use here in OAK. I would like to share these terms with you guys and maybe you guys have some terms you would like to add to our Dictionary. Thank you to the mechanic I will call- Non-Sched for your library of terms.

Your Turn in the Barrel                                       It's your turn to work the broke plane.

Smoking a Turd in Purgatory                               What ever you are doing is going to damn you to hell.

Quick Flip                                                            Working a shift-being off for 8hrs and coming back.

IFE                                                                        In Flight Emergency

Change the Big Part                                              R/Ring the largest, most expensive piece in the system.

Rag Wrench It!                                                      Wiping a leak down and calling it good.                                                                                Derogatory  remark. "All he did was rag wrench it!"

Change the Carburetor                                          Change the MEC or HMU on an engine.

Putting out Fires                                                    Solving all the issues pilots have.

Take it to the Box                                                   Take the plane to the run up hole.

Men Who Stare at Planes                                      Mechanics who don't work very hard.

Push it to the Pad                                                   Take the plane off line-ground it.

Fielding Gate Calls                                                The process of answering and doing gate calls

Make it go Bye Bye                                               Fix it and get it out of town.

Your on Deck                                                        You are next up for a call.

Is it Taco'd?                                                            Is it messed up beyond repair?

Premium Call                                                         A very easy gate call

Jamalphed                                                              All messed up

Not Enough Bounces                                             Not enough landings

Dolls Eye Indicator                                                 Ball indicator

GSP                                                                         Gravy Sucking Pig

There are more but some are not easily translated into something that would make sense to anyone but a person who was around at the time, like "Swivel Hips".

All these terms are an amalgamation of years of airline experience, people, and actions. These are terms that are used almost daily here in OAK and will be with me long after my time at SWA is over. Some may think that these types of things don't mean much but I argue that they do. If you know that it's "your turn in the barrel" then you may be "changing the big part" because the old one is "taco'd". When you are done you can "take it to the box" and if your good and not just a "man who stares at planes" then you can "make it go bye bye". And that's what we are all about.

The Work Of Team Work

Last Saturday at work was one for those days that you never forget. From the moment we clocked in we were busy. There were planes to move and a grounded plane that needed the turbo-fan boot replaced. The lead got all the remoters assigned and I volunteered to change the turbo-fan boot. I've R&R'd turbo-fans before so I remember monkeying around with the boot. The part came in from Phoenix around 630 am so I picked it up and hopped into my golf cart for a nice morning drive out to Tango. On the way out there I noticed that one of the other day shift mechanics was following me out. I figured he was just driving to his remote plane so I thought nothing of it.

Once I got to the plane the other mechanic, I'll call him Banyan, drove up. I asked him if he was supposed to remote the plane I was working on but he said that he was just checking out the turbo-fan boot thing. The turbo-fan boot is a flexible duct that gets installed between the turbo-fan and the exhaust duct towards the aft of the airconditioning bay. The boot is held in by two large clamps, one on each side. sounds easy enough. As I started to install the new boot I put the clamp on the aft exhaust duct and then tried to put the forward clamp on. The problem was that I needed to pull the boot forward while positioning the clamp and at the same time tightening the clamp. Long story short Banyan was there and was able to pull the duct forward while I positioned and tightened the clamp.

The next thing was a gate call for an engine bleed trip. The Lead Mechanic, lets call him-Shooter, rode out there with me. We got permission from MX Control to lock out the bleed air system on the #2 engine. I grabbed the core-cowl pump before we left and we had that thing open, the PRSOV locked out, and the engine closed in about 7-8 minutes. The paper work took longer than the actual work.

That Saturday we had a plane with a DEU problem that required mechanic in the office to look up fault codes, a FO seat that had issues, and all the normal Saturday day shift calls (oils, hydraulics, radio issues, window washes, coffee makers, passenger seat problems). The day was simply humming with work.

The last example I will share from that day was a hydraulic leak. The FO did his walk around and found a hydro leak in the right wheel well. Four of us went to check it out, myself, Shooter, Banyan, and another mechanic-El Gato. The wheel well was a fog of hydro fluid. El Gato was trying to find the leak but the fluid getting into his eyes and lungs kept driving him out of the wheel well. The stores clerk brought out eye protection and a mask for him while he and Banyan continued to search out the pin hole leak. Any time there is hyd. fog like that the leak is a pin hole or very small crack in a component or line. Shooter went upstairs to switch the pump on and off and I was relaying when to do that on the radio. Once they found the leak El Gato started to take the line apart and Banyan went to get the temp-line kit. I went to get some gray tubs for the dripping fluid to go into instead of just letting it go all over the ground.

El Gato and Banyan had the line out and the new temp-line in while Shooter did the paperwork and I cleaned up and just helped out by handing tools to them etc. We took maybe an hour total hit on the plane but it was done and done right.

All of the above happened before noon. In the 5 \1/2 hours from 6:30 to 12 we worked all those issues and worked together often with out the need to ask for help or even the need to verbally communicate between us. The teamwork that was displayed was amazing. One mechanic knew what to do and others knew if he needed help doing it. If he went upstairs I stayed down stairs to do what needed to be done. If he is going to remove, whatever, he's going to need this tool or that tool so I better grab it.

The foremen recently asked all of us how to improve the teamwork here at OAK. I'm starting to believe that teamwork comes naturally to some. The thing about last Saturday and the guys working is that they have worked together for a while now, some even before starting at SWA. These guys know how to work and how to work together. Banyan knew that he did not have to ride out to Tango in the morning to "check out the turbo-fan boot". He also knew that, while the job could be done by one guy, the job would be done quicker if that one guy had a hand at the crucial last clamp!

Are these things that can be taught? Remember that in order to learn one has to be willing to be taught! The work of teamwork is that teamwork works, but only if you have the right team.

Batter-OH I Mean-Mechanic Up!!

In every shop there are guys that the other guys don't think are pulling their weight. I think it is just the way it is. In any work group in any industry you will probably find the same thing.

Last week when I was at work we were pretty busy for most of the weekend. When it finally died down the guys put the show "The Franchise" on the TV. The show is about the SF Giants and the year they are having. A kind of behind the scene take on what goes on when no one is watching and what goes on to the players and their lives. It's a pretty good show, and I'm no big baseball fan.

One of the story lines was a player who got called up from the minors because of another player being injured. The guy did well but once the injured guy came back the called up player went into a slump. The Manager calls him into the office and sits him down. The Manager says "Look you know that you have been struggling, Big Bob is back and hitting good. I'm going to have to send you down (to the minors again). You have proved you can play up here (the major league), once you do some improvement you will be back."

On of the mechanics turns to me and says "Imagine we could do that to the mechanics here. They screw up over and over and they get sent down to the minors."

I thought this was a great idea! If there was a threat that you as a mechanic could be sent to a commuter airline (if there are commuter mechanics that read this blog, I apologize up front, but that is the way major airline people think). I bet that people would be a lot less irresponsible with their work!

I can picture it now: The boss comes in in the morning and calls Joe MechanCant into the office. He sits him down and says something like this:
"Joe you really screwed up that repair last night. On top of that you have two late punch ins and your paperwork keeps coming back because you are always screwing it up. I'm not sure what is going on with you MechanCant but we are going to send you down to the commuters. If you can manage to get you act together we will try to make a spot for you again".

How crazy would that be?!? Think of it from the other side. A guy got out of school, was scouted while there and picked by a commuter or 135 operation out in Colorado. After a few years there he has proven that he is worth his salt. The Airline Scouts hear about him and review his records, they even come out to talk to his boss and watch him work. After a month or so the airline scout has a meeting with his boss. Next thing you know the mechanic gets an offer to come to the big leagues!

If the mechanic is really good he may get a competing offer from another airline. Only the best of the best would be picked.

I know that it seems strange to suggest that everyone starts in a lower position like that at a 135 operation, but, think of the pay off for the airline. The mechanics who make it to an airline are the top of the bunch. There is a reason for the mechanics to strive to do their best. If the mechanic wants to screw off and be lazy he or she risks being sent down.

We all want to be the highest paid in the industry. We all know that there are guys making the same money as we do that are worth a lot less. We want to solve the industry problems we need to reevaluate how we hire and keep employees.

Let's scout the good ones out!!

The Lost Art Of The Practical Joke

When I first started at SWA there were a few characters in the shop who were great at the art of the practical joke. As the years have gone on the majority of those guys have transferred out or quit or have been fired. Those few who remain have been corralled by MGT into toning down the joking and pranks in our ever growing PC (politically correct) world. "Someones feeling may get hurt so it must be a bad thing."

To honor the old days and the guys who knew how to have fun at work I am going to share some of the pranks we used to pull. I can't recount them all because this post would be too long so I will only recount a few now and maybe it will be a recurring post.

The first is an old airline standard: The New Plane Air Sample

To pull this prank all you had to do was find a relatively new AC and some new hire Flight Attendant or Ramper. We would go up to the cabin find the newbie and give them a garbage bag. The would be told that since this was a new plane we needed air samples taken and ask them to go to the aft galley and wave the bag around to fill it up and then quickly tie the bag shut. Then they would go to the back and we would marvel at how seriously they would take their new job. This also works for Rampers and Cargo Bin air samples.

The Mechanic or Supervisor in training prank.

There was a guy who I will call Picard. Picard was one of those guys who was good at thinking up pranks and very good at execution of the prank. Picard would find out who was going to DAL for training and then figure out what hotel and room they were staying in. We all worked graveyard at the time so at around 3am DAL time he would call the room and tell the guy he had to move his rental car because he parked in the wrong area or whatever.
When the guy came back we would ask him about it, and they would all admit that they got up and moved the car or that they were in the elevator before they realized that Picard had got them.

Mice and Rats

We had a mechanic who I will call Prince. Prince was easily scared. When he was frightened he would scream like a girl!! You could sneak up behind him when he was changing a tire and yell BOO and he would jump three feet.
The guys found a dead mouse one day and tied a string around it's neck then taped the string to the inside of an Altoids tin. When you opened the tin the mouse's head would pop up out. This tin was left on the table in the break room and of course people would open the tin and get a surprise. When Prince opened the tin and the mouse popped up he screamed and jumped and the tin went flying across the room.
One of our best capers was when we cornered a killed a huge rat. This thing was the size of a small cat and had huge sharp teeth. We knew Prince was working day shift the next morning so we came up with a scheme. We tied the dead rat to an inboard landing light box with safety wire and tape, leaving about a foot of slack between the box and the rat. Then we positioned the box on the shelf so that it was closest and so the natural choice of anyone who would grab a light. When Prince came in we got in a place where we could see the show. Prince being a smoker was out in front of the shop near the landing light rack. We put out a fake call for a landing light change. Prince said he would get it and grabbed the box. To his surprise a huge rat came jumping off the rack from behind the landing light box! Prince went screaming and jumping out the parts room door. The best part was that he held onto the landing light box and so the rat was swinging after him all the way out the shop!

We had probbies trying to recylce old landing light bulbs (another Picard stunt).
We used to put Dave's Insanity Sauce (a really hot hot sauce) on cookies and popcorn and even in coffee.
Picard was a master at putting tiny holes into the coffee cups and watching people spill all over themselves.
Back in the day before computer orders for uniforms we would change peoples uniform pant size to something like 28 waist 42 length.
We used to tell the probbies that Wed was free coffee day in the terminal for SWA employees, they would go up stairs and show their badge and the coffee shop lady would look at them like fools. We had to stop that when one probbie took orders from everyone and ended up putting over $60 of coffee on his credit card.

All this does is remind me how much has changed at SWA MX in Oakland. These things would never fly these days. Too much babying of grown men. I couldn't imagine scaring someone with a dead rat these days. I would get time off with no pay because I hurt their pride or something. Stay tuned for more pranks from back in the day.