1. MFT missing an engine
Last week one of our Twin Otters (MFB) had a metal chip detector warning light come on. This is a little magnet sensor in the engine that picks up any metal wear from any components in the engine oil. Being such a small amount and following the manufacturer’s procedures, it was decided to change the engine until knowing exactly what was causing the problem. But we do not store any spare engines, but fortunately another Twin Otter (MFT) was due in the hanger in two weeks for a C check. So one engine could be transferred from one aircraft to the other and this would keep MFB flying in the mean time.
The last time I worked on Gas Turbine Engines frequently was close to three years ago at Qantas. So I was quite keen to get involved in this process if possible. Friday the previous week, three of us started the process by removing MFB’s R/H engine. The PT6 engine weighs roughly (I am guessing) 200 kg’s, where as an engine on a Boeing aircraft is around 6 Tonne’s. Come Monday saw MFT come in early and we removed it’s L/H engine to be used on MFB. But being a C check we would have to carry out that scheduled maintenance on the engine before it was serviceable for MFB.
2. MFB prior to installation
So throughout the week saw us getting this engine ready for MFB. Carrying out the installation and a lot of work involved for rigging the two engines for it’s operations. Running the engines throughout adjustments. It was a big week with some overtime. MFB had come in the previous Thursday afternoon and last Thursday afternoon it went for it’s test flight to be returned to service. Friday morning the pilot’s took it back out bush for operational flying. It was quite satisfying to see it flying again and was a good learning experience on this engine type.
The previous week when the situation had arisen, oil and metal samples from the engine had been sent away for analysis. Usually they are able to recognise where exactly the metal particles are coming from within the engine. So come Friday afternoon around one o clock, after receiving the analysis we were told of what the plan was for the previous engine off MFB. It was decided that part of the engine will be sent away to Sydney for analysis and testing, known as the Power Section. So me and another Engineer started dismantling this engine, thinking that it will be processed that afternoon for freight and probably leave sometime Monday. But interesting enough a B727 Freighter was in Mt Hagen and flying direct to Brisbane that afternoon/evening (it comes every few months). By 1530 we have the Power Section in it’s shipping container and find out that it might be able to go on this Freighter. When sending anything, especially of this high value there is a lot of paperwork involved, logistics and custom clearance. But in the end it made it on the B727 before 1630 and that evening made it into Brisbane. It was quite a way to finish off the week.
3. Getting familiar with some procedures
There continues to be a lot of work out at the hanger (three engine changes in one week) and including some unscheduled maintenance. There have been so many planes inside and out of the hanger. But it has been a real exciting, tiring, productive and rewarding week.
April 6th, 2009 at 7:33 am
Great to hear from you Matt, God bless.
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April 10th, 2009 at 10:58 pm
Great to be able to get it on the B727. Is that the Hevilift one?
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