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BG777300ER wrote:http://avherald.com/h?article=4a980006&opt=0
Same engine, 3 issues in 6 days. Really makes me question Delta ETOPS MX procedures...there's really no way to excuse this.
jbmitt wrote:BG777300ER wrote:http://avherald.com/h?article=4a980006&opt=0
Same engine, 3 issues in 6 days. Really makes me question Delta ETOPS MX procedures...there's really no way to excuse this.
Enough with the sensationalism.. the article even says the engine wasn't shut down. Yes, there is something that isn't correct if it's had three diversions, but it could be a fairly simple issue. No crew is going to take a plane, that will kill them.
jbmitt wrote:BG777300ER wrote:http://avherald.com/h?article=4a980006&opt=0
Same engine, 3 issues in 6 days. Really makes me question Delta ETOPS MX procedures...there's really no way to excuse this.
Enough with the sensationalism.. the article even says the engine wasn't shut down. Yes, there is something that isn't correct if it's had three diversions, but it could be a fairly simple issue. No crew is going to take a plane, that will kill them.
BG777300ER wrote:http://avherald.com/h?article=4a980006&opt=0
Same engine, 3 issues in 6 days. Really makes me question Delta ETOPS MX procedures...there's really no way to excuse this.
BG777300ER wrote:http://avherald.com/h?article=4a980006&opt=0
Same engine, 3 issues in 6 days. Really makes me question Delta ETOPS MX procedures...there's really no way to excuse this.
CriticalPoint wrote:First problem was a vibration. Usually vibrations are a problem with fan balance. I assume it was checked out and signed off after an engine run.
Next was a compressor stall. so the vibration problem was most likely something more serious. After a compressor stall the engine is bore scoped for damage. I'm sure at that point the underlying issue was repaired.
Next was an oil pressure indication. After the compressor stall a small metal chip most likely made its way to the oil filter. An un identified Golden BB of sorts. I assume the A330 has s chip detector and a filter bypass system. But even if the A330 has a filter Bypass the procedure is to land at nearest suitable airport.
DL MX is top notch as is it's ETOPS procedures. This is a case of a sick motor that probably needs to be removed from the wing at this point. The underlying problem is not always caught the first time a problem arises. And a compressor stall is very violent and can cause down line issues.
DTWLUVER wrote:CriticalPoint wrote:First problem was a vibration. Usually vibrations are a problem with fan balance. I assume it was checked out and signed off after an engine run.
Next was a compressor stall. so the vibration problem was most likely something more serious. After a compressor stall the engine is bore scoped for damage. I'm sure at that point the underlying issue was repaired.
Next was an oil pressure indication. After the compressor stall a small metal chip most likely made its way to the oil filter. An un identified Golden BB of sorts. I assume the A330 has s chip detector and a filter bypass system. But even if the A330 has a filter Bypass the procedure is to land at nearest suitable airport.
DL MX is top notch as is it's ETOPS procedures. This is a case of a sick motor that probably needs to be removed from the wing at this point. The underlying problem is not always caught the first time a problem arises. And a compressor stall is very violent and can cause down line issues.
Could it be DL is stretching these 330s to the breaking point ? Economics VS this ? hmm I choose a different aircraft and engine manufacturer .
MY new meaning for ETOPS
Economics
Take
Over
Passenger
Safety .
CriticalPoint wrote:First problem was a vibration. Usually vibrations are a problem with fan balance. I assume it was checked out and signed off after an engine run.
Next was a compressor stall. so the vibration problem was most likely something more serious. After a compressor stall the engine is bore scoped for damage. I'm sure at that point the underlying issue was repaired.
Next was an oil pressure indication. After the compressor stall a small metal chip most likely made its way to the oil filter. An un identified Golden BB of sorts. I assume the A330 has s chip detector and a filter bypass system. But even if the A330 has a filter Bypass the procedure is to land at nearest suitable airport.
DL MX is top notch as is it's ETOPS procedures. This is a case of a sick motor that probably needs to be removed from the wing at this point. The underlying problem is not always caught the first time a problem arises. And a compressor stall is very violent and can cause down line issues.
FlyUSAir wrote:Probably just a hangar queen. I'm sure Delta would scrap it if it was economical to do so but it's probably making more money flying around with an engine having issues than if they didn't have an extra A330-200.
Newbiepilot wrote:FlyUSAir wrote:Probably just a hangar queen. I'm sure Delta would scrap it if it was economical to do so but it's probably making more money flying around with an engine having issues than if they didn't have an extra A330-200.
Engine get removed all the time. Delta has spare engines in over haul. Your post doesn't make much sense. Engines don't spend their entire life on the same plane. I don't know PW engines much, but I would guess they get overhauled every 4-6 years.
FlyUSAir wrote:Newbiepilot wrote:FlyUSAir wrote:Probably just a hangar queen. I'm sure Delta would scrap it if it was economical to do so but it's probably making more money flying around with an engine having issues than if they didn't have an extra A330-200.
Engine get removed all the time. Delta has spare engines in over haul. Your post doesn't make much sense. Engines don't spend their entire life on the same plane. I don't know PW engines much, but I would guess they get overhauled every 4-6 years.
Not the only issue this plane has had.
BG777300ER wrote:No offense, but some of you perhaps should look up the meaning of the word "sensationalism" before repeating it 50 times.
I provided valid link to a reputable source first, after which I provided a personal opinion. I posted the link first for a reason, so people look at it to form own opinions before I present mine. I did not even attempt to suggest it was the exact same issue each of the 3 times.
If you call me a sensationalists, you imply I distorted the facts, which I clearly did not. So go bully some one else on the internet.
777Mech wrote:BG777300ER wrote:http://avherald.com/h?article=4a980006&opt=0
Same engine, 3 issues in 6 days. Really makes me question Delta ETOPS MX procedures...there's really no way to excuse this.
Sensationalism at its finest.
So what do you do if you had a vibration, fixed it and checked out per the CMM, and something else happens?
No matter the airline, any mechanic that signs off work knows that his/her family flies on these same aircraft.
Keep grasping.
BG777300ER wrote:No offense, but some of you perhaps should look up the meaning of the word "sensationalism" before repeating it 50 times.
I provided valid link to a reputable source first, after which I provided a personal opinion. I posted the link first for a reason, so people look at it to form own opinions before I present mine. I did not even attempt to suggest it was the exact same issue each of the 3 times.
If you call me a sensationalists, you imply I distorted the facts, which I clearly did not. So go bully some one else on the internet.
AAlaxfan wrote:I have a question. If this were Spirit, what would everyone be saying about the MX procedures?
Balerit wrote:You guys are lucky that you never flew B747's in the 70's or knew about how crappy the JT9's were, else you'd all have a thromby
BobbyPSP wrote:Balerit wrote:You guys are lucky that you never flew B747's in the 70's or knew about how crappy the JT9's were, else you'd all have a thromby
Not to go OT but it's a good example. I believe it had to do with engine intake airflow and compressor stalls?
PlanesNTrains wrote:Had there been an A.net in the 60's/70's, we'd never have time to discuss everything in such detail because of how many frame losses there were.
As to those who would say that DL has a questionable maintenance issue, I'd just refer you to CriticalPoint's post. Some of the most valuable learning on this site happens when real people with real experience lay out real scenarios to explain what might be going on. Ignore them if you like but it certainly doesn't make you look open-minded or truly desiring to know the truth.
AAlaxfan wrote:I have a question. If this were Spirit, what would everyone be saying about the MX procedures?
WesternA318 wrote:Meh..I just think this particular bird might become one of DL's newer hangar queens.
d8s wrote:WesternA318 wrote:Meh..I just think this particular bird might become one of DL's newer hangar queens.
If it was any other airline but DL, they'd scrap it...j/k
lightsaber wrote:AAlaxfan wrote:I have a question. If this were Spirit, what would everyone be saying about the MX procedures?
Spirit has been caught going past maintenance deadlines. OK, a sensational link, but that is a case:
https://www.google.com/amp/s/wsbtv.rela ... y/53839137
DL has one of the most respected engine shops in the industry. An issue misdiagnosis on the root cause. Cest la vie. The rules are really conservative for a reason.
I'm certain the FAA will look into this.
Lightsaber
DTWLUVER wrote:CriticalPoint wrote:First problem was a vibration. Usually vibrations are a problem with fan balance. I assume it was checked out and signed off after an engine run.
Next was a compressor stall. so the vibration problem was most likely something more serious. After a compressor stall the engine is bore scoped for damage. I'm sure at that point the underlying issue was repaired.
Next was an oil pressure indication. After the compressor stall a small metal chip most likely made its way to the oil filter. An un identified Golden BB of sorts. I assume the A330 has s chip detector and a filter bypass system. But even if the A330 has a filter Bypass the procedure is to land at nearest suitable airport.
DL MX is top notch as is it's ETOPS procedures. This is a case of a sick motor that probably needs to be removed from the wing at this point. The underlying problem is not always caught the first time a problem arises. And a compressor stall is very violent and can cause down line issues.
Could it be DL is stretching these 330s to the breaking point ? Economics VS this ? hmm I choose a different aircraft and engine manufacturer .
MY new meaning for ETOPS
Economics
Take
Over
Passenger
Safety .
reltney wrote:BG777300ER wrote:No offense, but some of you perhaps should look up the meaning of the word "sensationalism" before repeating it 50 times.
I provided valid link to a reputable source first, after which I provided a personal opinion. I posted the link first for a reason, so people look at it to form own opinions before I present mine. I did not even attempt to suggest it was the exact same issue each of the 3 times.
If you call me a sensationalists, you imply I distorted the facts, which I clearly did not. So go bully some one else on the internet.
YES YOU DID. no excuse for this............... Your whole first post is a drama event. No excuse for this. Pick one...You provided an opinion based on drama or you have been a maintence inspector for Delta /FAA/NTSB or the manufacturer and know the cause of it? My "opinion" is none of the above...no excuse for it...
My bet is your not in a pilot/FA/or MX function at an airline or private firm and I would give odds you are not working in aviation. No excuse for it....
Enough bashing as you learned the lesson . Try a different approach as there are many on this web who have facts and some who actually work on the plane/engine. After your primary statement, end it with a question like " how can this be possible". It sounds less abrasive and more intellectual as your looking for facts instead of inciting a mob of airplane wannabes.
JMO. Notice how I left off the H. Nothing humble about me..... That's my excuse...
Flame away flamers..
A320FlyGuy wrote:DTWLUVER wrote:CriticalPoint wrote:First problem was a vibration. Usually vibrations are a problem with fan balance. I assume it was checked out and signed off after an engine run.
Next was a compressor stall. so the vibration problem was most likely something more serious. After a compressor stall the engine is bore scoped for damage. I'm sure at that point the underlying issue was repaired.
Next was an oil pressure indication. After the compressor stall a small metal chip most likely made its way to the oil filter. An un identified Golden BB of sorts. I assume the A330 has s chip detector and a filter bypass system. But even if the A330 has a filter Bypass the procedure is to land at nearest suitable airport.
DL MX is top notch as is it's ETOPS procedures. This is a case of a sick motor that probably needs to be removed from the wing at this point. The underlying problem is not always caught the first time a problem arises. And a compressor stall is very violent and can cause down line issues.
Could it be DL is stretching these 330s to the breaking point ? Economics VS this ? hmm I choose a different aircraft and engine manufacturer .
MY new meaning for ETOPS
Economics
Take
Over
Passenger
Safety .
Here's a piece of advice for you....speak not of what you know not of.....clearly you have no clue how ETOPS, Maintenance or anything else in this industry works. Do you really thing Delta would risk 100s of lives, the loss of an aircraft, crew, etc. because they are taking a shortcut on maintenance? If they were so shoddy with maintenance, why would other airlines send their aircraft to Delta TechOps?
Seriously....go crawl back under a rock. Or use Amtrak.
toobz wrote:LOL..some drama queens for reals. Yes the engine obviously has issues. Have you never heard of one having problems? To even suggest that DL is intentionally flying an aircraft that has issues because they don't want to be down an A330 is the most stupid statement I've read on Anet. Wow
Balerit wrote:You guys are lucky that you never flew B747's in the 70's or knew about how crappy the JT9's were, else you'd all have a thromby
lightsaber wrote:AAlaxfan wrote:I have a question. If this were Spirit, what would everyone be saying about the MX procedures?
Spirit has been caught going past maintenance deadlines. OK, a sensational link, but that is a case:
https://www.google.com/amp/s/wsbtv.rela ... y/53839137
DL has one of the most respected engine shops in the industry. An issue misdiagnosis on the root cause. Cest la vie. The rules are really conservative for a reason.
I'm certain the FAA will look into this.
Lightsaber
FlyUSAir wrote:Probably just a hangar queen. I'm sure Delta would scrap it if it was economical to do so but it's probably making more money flying around with an engine having issues than if they didn't have an extra A330-200.
DTWLUVER wrote:A320FlyGuy wrote:DTWLUVER wrote:
Could it be DL is stretching these 330s to the breaking point ? Economics VS this ? hmm I choose a different aircraft and engine manufacturer .
MY new meaning for ETOPS
Economics
Take
Over
Passenger
Safety .
Here's a piece of advice for you....speak not of what you know not of.....clearly you have no clue how ETOPS, Maintenance or anything else in this industry works. Do you really thing Delta would risk 100s of lives, the loss of an aircraft, crew, etc. because they are taking a shortcut on maintenance? If they were so shoddy with maintenance, why would other airlines send their aircraft to Delta TechOps?
Seriously....go crawl back under a rock. Or use Amtrak.
You know I am taking the high road on this one and not falling for the trap bait. I would offer a opinion on this however i am fearful of the reprisal and due to my rookie status here I also fear that my standing here would be terminated abruptly. I will say this however I know more than you will ever give me credit for that is for sure.
767333ER wrote:DTWLUVER wrote:A320FlyGuy wrote:
Here's a piece of advice for you....speak not of what you know not of.....clearly you have no clue how ETOPS, Maintenance or anything else in this industry works. Do you really thing Delta would risk 100s of lives, the loss of an aircraft, crew, etc. because they are taking a shortcut on maintenance? If they were so shoddy with maintenance, why would other airlines send their aircraft to Delta TechOps?
Seriously....go crawl back under a rock. Or use Amtrak.
You know I am taking the high road on this one and not falling for the trap bait. I would offer a opinion on this however i am fearful of the reprisal and due to my rookie status here I also fear that my standing here would be terminated abruptly. I will say this however I know more than you will ever give me credit for that is for sure.
He came down on you harsh, but that's not totally uncalled for as your sentiments are outlandish. The difference between this happening to DL vs NK is founded. Delta TechOps has a track record, and a very good one. They are a very respected outfit throughout the industry and they are up there with the likes of Lufthansa Technik. Spirit also has a track record, just not a great one. This is why people, especially those that are in the industry come to such conclusions and make a bigger deal when something like this happens to Spirit and especially Allegiant.
First of all the A330 is a reliable plane, no need to chose another aircraft, and it's PW4000s, well ask lightsaber, I believe he has said a few times that it isn't the best engine on the A330, but also isn't the worst, don't quote me on that though. You call FlyGuy,s response trap bait, I'd say your original reply is flame bait.
A320FlyGuy wrote:Here's a piece of advice for you....speak not of what you know not of.....clearly you have no clue how ETOPS, Maintenance or anything else in this industry works. Do you really thing Delta would risk 100s of lives, the loss of an aircraft, crew, etc. because they are taking a shortcut on maintenance? If they were so shoddy with maintenance, why would other airlines send their aircraft to Delta TechOps?
Seriously....go crawl back under a rock. Or use Amtrak.