meeting ORLANDO BLOOM
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- čas přidán 11. 12. 2016
- Working for a private airline has its perks. In this video we troubleshoot an issue with the flap system, and one of our concierge shares her story of meeting Orlando Bloom.
- Krátké a kreslené filmy
I have been searching for a CZcams video like this pertaining to aircraft technician. This is much more than I had imagined. I hope you keep the video's coming.
Thanks man! Plenty of old videos to keep you busy 👍
I miss your videos james! Please continue to create
This the second video I've watched and I already love this channel!
your videos are the best ones on all of CZcams for an A&P mechanic, I'd watch every single one of them! Keep up the awesome editing bro!
I work as a mechanical aircraft In Brazil, Rio de Janeiro. Very good watch your Channel. 🇧🇷🇱🇷
Hey guys... great channel. You guys represent yourselves well... very professional. I was an Avionics. Electrician in the Navy for 20 yrs.. loved my frikken job..
Nice to watch the people who make sure the airplane fly safely. A lot of respect man.
Going through pc12 training currently, stumbled on 1 of your vids, Im now subscribed & binge watching the channel.Thanks, you guys seem awesome
awesome video :) I'm currently trying to get my a&p. getting excited with your videos :)!
Wow that de-icer boot job went well considering how difficult they are,you guys work hard.
Great job guys!
great videos!
Found your channel through your $$ graphic card. Your job looks fascinating, and you look like you have a great time doing it.
Thanks Dustin, you are correct, I love my job :)
James Sullivan I'd love it too, You're living my dream man 😂 I'll be their someday!
flaps issue:
a. are there two LRU's? If yes, swap them...see if problem follows.. easy 101 troubleshoot. Also look for any relays...same thing, swap and see if problem follows.
b. unlikely to be wiring issue...maybe connector. same things as above, except "swap" wiring ...see if fault follows.
c. Flap position sensor? Often these are integrated into the electric flap. position motor (or is it hydraulic on this type?)...either way, there would some kind of position sensor...integrated or not, ...swap them from one wing to the other...see if problem follows.
swap and follow. This is one of the most simple and straight forward and efficient ways to troubleshoot indication faults.
generally speaking HARD Faults are acute..persistent..not intermittent...A true HARD fault cannot be corrected unless a repair or replacement is performed. In some aircraft a sufficient number of soft faults in a period of time will pop a HARD Fault. This design is to mitigate against unreliable indication. The typical causes of Hard faults are in this following order of frequency: connectors corrosion or damage. Wiring/insulation, relay and or LRU failure, Sensor (position in this case) failure. And to a lessor degree some kind of physical damage to the flap assembly itself, causing the motor to get overloaded.
Generally speaking SOFT Faults, are intermittent in nature...spurious....these are usually related nearly identical to above, but do not pop a hard fault. Soft faults are usually related to wiring issues (insulation ablation), or connector corrosion or connector not making good connections. Soft faults can also be caused by sensor that are on their failure path. Soft faults can also be caused by problems with DC power swings. Contactors, relays, bad batteries, bad generators, etc. Sometimes, but not often, spurious soft faults can be attributed to bad circuit breaker(s)...particularly with those circuit breakers most often used...by pilots of in maintenance. Exercising a circuit breaker over time, will cause the incidence of minor electrical power carrying problems. So, in the troubleshoot regime, it's a good idea to also swap circuit breakers too and see if problem follows..
just my two cents.
of course we KNOW that following the AMM and troubleshoot manuals will get most of the failures resolved....but sometimes, the manuals do not offer all the options available to the tech.
experience in these situations is prized.
just make sure you document everything you swap, and put a parts label on it...just in case...if you can't complete the entire work for any reason, leaving the fella behind you with the task of figuring out what you have done without clear documentation is a lesson learned painfully.
as they say, "it's frowned upon"
good luck
Follow up from Saudi Arabia and continue
Hi James, Antonin from Paris speaking.
I really like following your videos. Keep doing dude. You are gonna explode ! ;-).
But.. Damn I was so desappointed for not seing Orlondo Bloom xD
first time long time. I'm going to be so sad when you're channel blows u
and you can't reply anymore. proud of you for keeping up with this much volume tbh... keep up the good work man!
Thank Michael! You guys keep me going!
great to see this currently in the program at a 4 year university. had second guesses about the aviation field cause the program at our school is pretty demanding but this makes everything seem worth it i love planes and everything about them. keep it up!
Stick with it Jason! Which school are you going to?
James Sullivan i go to western Michigan university the classes are hard work and super demanding but after watching your videos i know its gonna be worth it. Looks like so much fun bout a year left till graduation.
Nice to see you guies
I just found your channel a day ago, and have enjoyed watching your videos, I am a aircraft mechanic also, and I used to work on the older PC-12's about 10 years ago, I enjoyed working on them. Do you remember what your flap problem turned out to be? I remember we had a flap fault once, and it was the flap asymmetry switch as the bushings on the RH flap were worn compared to the LH side. Keep up the good work, and living the dream.
I think it ended up being a failing FCWU (flap control and warning unit). We have solved a lot of our aysemetry issues by replacing the flap arm bushings at regular intervals (they all get changed at annual regardless of wear). That and I'm guessing they've made some improvements to the resolvers and switches in the last ten years.
Dude keep up the videos of the aircraft maintenance stuff it really interests me cause it's a career I'm aiming towards
Will do!
Wait why did you stop making videos? I found your channel recently and I love the vibes you give off, seem like a great person
Your videos are awesome 👏🏼 I love learning about the mechanic side of the house and about Surf Air. Do any of the Surf Air Pilots have A channel on CZcams?
I want to go work with you guys, awesome channel. 👍
'Punchin Bag' - Cage the Elephant. Love it XD
I understood some of this but through some of it I’m going, “English please!!” No joke though, great job!!
Well done James!
thank you steevi!
James Sullivan airplane mechanic seems fun i like airplanes
I wish you didn't stop making videos.
I was really thrown off that you guys taxied the plane rather than just tow it. The PC-12 based at the FBO I work at had the flap motor die right after take off leaving the flaps only 80-90% retracted, and then to make it worse when someone hooked up a power cart to it to test the motor it had a surge and blew some fuses.
"those are the flaps.... if you haven't figured that out by now..." lol
when did you get started into working on planes
hey, do you use a go pro and did you shot in 60 fps for time laps portion , thanks .
I use a go pro session and shoot 1080 and 30fps for everything (including timelapse)
What course did you take in school?
Great videos. You've probably answered this before, but why wouldn't you use the tug more often than firing each plane up to swap them? Seems like you're burning fuel and start cycles when you have that nice red tug just sitting around. Keep up the vids! Maybe I'll come down and fly for you guys! :)
Thanks! I haven't answered it before I don't think. It's usually a matter of convinience (sometimes the tug is out of batteries or needed for something else. Also I'm working to run/taxi qualifying all of our mechanics). Also the fuel burn is minimal in the grand scheme of things and the engine manufacturer only requires us to count engine cycles for each landing. Same with engine hours. So actually we could run the engine all day on the ground without adding any time or cycles.
Ahh. That would make sense. Plus, I'm sure you're logging all that turbine time too. :)
Outro song?
Are you guys also pilots? Or because you’re mechanics you can taxi out?
Appreciate the vid but no Bloom!
does anyone know where this guy went or why he stopped uploading? Trying to get in contact with either of them to obtain more information.
He went on to be a first officer. Found this on Google
www.linkedin.com/in/hijamessullivan
i wana do this job to james how can i get there
I have question for them, does the airplane need a by pass pin install on the nose L/G, and is there a bank angle you can't limited when you tow the airplane?
No steering bypass pin on these smaller planes and yes there is a turn limit placarded near the nose wheel.
@@JamesSullivans I hope you continue update your video. I want to being a mechanic too. I love this.
What's the reason for taxiing the aircraft and not towing them when you do a 'jet swap'? Surely it's using up engine cycles/fuel?
+callum collins fuel yes but time and cycles are only counted in flight. Only burns about one gallon of fuel and saves us time while allowing for us to check systems before delivering the aircraft to the crew. Also good practice to keep our technicians sharp on engine run and taxi procedures
What's your qualification ?
Entry requirements for the job
Aircraft mechanic or aircraft Maintainance engineer are different??Please let me know
Mechanic are FAA, Engineers are EASA
Did u ever use the Knowledge u got in school in ur Job ? Or did u learn it urselfs using planes
School taught us the fundamentals and best practices. Every day I learn something new about these planes though. I also went to a two week school specific to the aircraft I work on at this job.
Crazy you use a start stop cycle for a turbine to move the aircraft a short space. For those who know turbines or jets....this is expensive.
We only count cycles and hours on the engine when the plane actually gets airborne. Taxiing them around has no cost (other than the fuel bill)
Vince said pilots know what they're doing and I've ran into too many idiot pilots who don't even know how their airplane is supposed to operate, then a result of that is a bogus write up that wastes time