I do not think I've told this story before. I couldn't decide weather to post it in here or in "Maintenance Talk".
Last night my wife and I were talking about some funny stuff that has happened to us over the years and this came to mind.
Sembach Air Base , West Germany, circa: 1982
I was 3 ½ years into a 4 year assignment at Sembach AB. I was at this time in my life a single father with two young children (daughter 1 year, Son 6) and I had several duty titles and many responsibilities. I was the NCOIC of all aircraft engine maintenance, the crew-chief of aircraft #785, and the new Flight Chief of our Maintenance Unit - as our MSgt :
just left on an assignment back to the USA. We had no MSgt :
to fill that position so I being the ranking TSgt :
I was given that position and responsibility also. We had a SMSgt :
that was the Maintenance Unit’s Superintendent and a Captain who was the Officer-in-Charge.
Last year I was the maintenance technician who had been selected to fly on Functional Check Flights (FCF) on most aircraft that had major maintenance done during phased inspections and engine changes. Flying in the co-pilots seat over Europe was a dream job.
On this particular day I was at an official appointment someplace on base when the FCF took off so I was not around to fly on this one. After I returned back to work on the flightline I needed to get the maintenance pick-up truck and drive around to check on the troops and our work in progress.
One of our engine technicians (Diane :
) was standing around in the shop as I went and checked out the truck keys. I did not like our troops hanging around the maintenance shack with the NCOIC and Captain watching them with nothing to do. When things were slow I would rather send them on extended lunch hours and often let troops go home a few hours early. We worked lots of alerts, exercises, and weekend duties. I did not like our technicians loaned out on bullshit details when not busy.
I’d been thinking of my own assignment and departure less than 5 months away. I’d also been asked by the Captain and NCOIC to extend my assignment another year as there was no replacement MSgt :
do in, likely because the squadron was scheduled to relocated to Hawaii in one year and we all would relocate with the aircraft. As you can see, I had lots on my mind.
This routine maintenance day was about to take a turn into the funny zone. The aircraft that had been out flying its FCF had just landed, and was taxing in. I figured, so far so good. Time to get into the truck and check the flightline and work. I had a few brief talks with the SMSgt :
and then told Diane :
it was time to hit the flightline. She got her toolbox and put it in the back of the pick-up truck and we started checking the flightline.
About 15 minute later over the maintenance radio I got a call to report to Maintenance Debriefing as the FCF flight had engine write-ups on both engines. So much for a slow day. I parked the truck and got out and headed up the walkway but Diane :
was still sitting in the truck. I walk back to the truck and asked, “Ever been through a debriefing after flight?” She said, “No, Sgt Price, never.” I replied, “Well then, let’s go in and see what the problems are with this aircraft, this will be your first aircraft debriefing.” I liked to involve my troops whenever possible in supervisory stuff as I felt it gave them a feeling of ownership and worth in the squadron.
We entered the debriefing room and two pilots were debriefing their flights and problems. I walked over to where a Major was debriefing and said, “We are here for the FCF debriefing.” A voice from the other side of the room spoke up and said, “FCF debrief is over here!”
I turned around and there was a Lieutenant standing there with a very proud look on his face. My first thought was, “A Lieutenant is the pilot of this FCF?” In all my years I’d only seen Captains and above fly FCF’s. Lieutenants did not have the experience and flight hours for FCF’s.
I then humbled myself as another thought whizzed through my mind. That was, “Hey, TSgt’s :
are not usually in Flight Chief’s positions either!” I motioned for Diane :
to follow me and join in with the debriefing.
The Lieutenant looked at me and my name tag and greeted me, “Hello Sgt Price, I have only two FCF write-ups for you.” I answered back, “Thank you sir” then introduced Diane :
by her military rank and last name, explaining that she was an engine technician also and would be part of our debriefing for training and experience. The pilot then greeted her also.
I then asked, “Sir, what two engine problems do you have for us?”
“Well, it’s a beta droop problem on both engines – both engines have the same exact problem.” Was his reply.
“Really, how so?” Was my question as I was thinking, “We never have the same exact problem on two different engines, on the same aircraft, during the same flight time.”
The Lieutenant then went into his lengthy description on how both engines had RPM drops at the same air speed, and the engines seemed to changed sounds like both propellers changed pitch or something. He went on about other engine gauges doing this and that. It was so long ago that I do not recall everything he said.
Having listened carefully to his description of his in flight problem, it was now my turn to ask questions. Again it was many years ago and I don’t recall most of my questions. I started with common questions to refresh in my mind what this in flight incident was all about.
“Sir, you did say your indicated airspeed was at XXX knots, correct?
“Your altitude was XXXX feet?
“You were descending on final approach with gear down?”
“You notice both engine gauges display a drop in RPM’s.
“At the same time you heard a change in engine or propeller sounds, is that correct?
“Also mentioned noticing other engine gauges change indications, correct?”
The Lieutenant answered yes to all my questions.
I then said, “Sir, I only have two or three more questions.”
“Other than those indications your landing was normal?”
His response was “Yes it was except for those indications.”
“Sir, did the aircraft experience any yawing or did you feel any yawing sensations?”
“No, there was no yawing.” This was his first no response.
“Sir, did you read the FCF checklist or the Maintenance Technical Data on FCF’s.
“No I have not, this is my first FCF and I’m newly assigned to fly FCF’s. I’ve not had the opportunity to study all the technical data.”
That was his second no answer.
At this point I felt I had all the information I need. Coupled with my flight time, dozens of FCF’s I had flown on as maintenance observer technician, many hours of studying the FCF manual and technical data manuals - I had expertise here. Plus 11 years as a jet engine technician.
I figured that I need to be very tactful dealing with this situation. This 1st Lieutenant had been assigned FCF duty so he was surely going to be promoted to Captain shortly. He was now on FCF flying duty and so was I. We would surely be flying on FCF’s together in the near future.
Getting finished with the debriefing and out the door was my first and foremost priority and plan. I started with and hoped to close with, “Sir, we will take the aircraft to the trim pad and run-up both engines.”
The maintenance debriefer (MSgt :
) then opens his big mouth and asks. “Sgt Price, what is wrong with that aircraft?” Instantly I thought, “Crap, I did not want to hear that question!”
I’d been through many-a-debriefings and usually would tell them what was wrong or what I suspected was the problem.
Being the debriefer with the military rank of Master Sgt :
out ranked me a Technical Sgt :
, by one stripe, I had to answer and respond. I thought to myself, “Here we go!”
I was not a bullshitter, and that was my reputation, I called it as I saw it. So against my better judgment I said, “There is not a thing wrong with that aircraft – but we will run the engines just to make sure.” The pilot quickly snapped back, “Sarge, what do you mean, not a thing wrong?”
My mind quickly pointed out to me, “On crap, you are no longer Sgt Price, but just a sarge!”
I quickly figured to myself, “Alright, I can play along. He no longer receives the title Sir, respond with Lieutenant.”
“Lieutenant, engine technical data describes beta droop as what you and your aircraft experienced just prior to landing, it’s fully explained in the technical operating maintenance manuals.” I hoped that would be enough.
“Sarge, I observed indications and heard changes in engine operation!”
“You should brush up on the engine technical data.”
“Sarge, I observed a problem during landing and I’m writing it up in the forms.”
I went on and explained what the maintenance technical data stated about beta droop and the operation of the beta valve installed on all our aircraft’s engines. But the pilot did not seem interested. I think he wanted out of the debriefing as much as I. We verbally exchanged in debate back and forth about what he observed on landing and weather it was normal engine operation or not.
Finely as we were winding the debate down I suggested that he might want to review his technical data. He stood there for a few seconds just looking at me before he said. He suggested he would read up on it and that I was to send him notice of what we found wrong with the engines on the trim pad. I said “Yes Sir.”
The Lieutenant quickly departed and the debriefing building. The debriefer (MSgt) said “Wow, he is just a new Lieutenant, first time I’ve seen him!”
I replied, “Maybe so, thanks a bunch for starting all that!”
As we left the debriefing building and headed down the walkway Diane started laughing. I stopped and asked, “What do you think is funny, that did not go well?”
She asked,” You got upset in there and do you realize what you asked the pilot to do, remember what you said?”
“No, not exactly.” Was my reply.
“You told that pilot he should check his testicle data!” Diane said.
“Well I meant to say technical data, no wonder he glared at me.” As I smiled and laughted.
By-the-way, we operated the engines on the aircraft trim pad and all operations were normal. Could not duplicate the problem. Beta RPM droop is almost impossible to dupilicate on the ground.
;D
just left on an assignment back to the USA. We had no MSgt :
I was given that position and responsibility also. We had a SMSgt :
that was the Maintenance Unit’s Superintendent and a Captain who was the Officer-in-Charge.
) was standing around in the shop as I went and checked out the truck keys. I did not like our troops hanging around the maintenance shack with the NCOIC and Captain watching them with nothing to do. When things were slow I would rather send them on extended lunch hours and often let troops go home a few hours early. We worked lots of alerts, exercises, and weekend duties. I did not like our technicians loaned out on bullshit details when not busy.
