Last edit by: JDiver
AA Aircraft "CATs and RATs" Technical "How does that work" thread
This thread is for asking or discussing miscellaneous technical questions relating to AA aircraft and flying, such as changing tires, auxiliary power units, engines, navigation, weather phenomena and how they're dealt with, NAVAIDS, FMCs, maintenance, etc.
See post #48 for American Airlines Aircraft Maintenance Procedures
Where AA performs maintenance:
Line and routine maintenance
DFW West receives new aircraft (other than 737s) for final preparation prior to entering service. Some other line maintenance is performed here; 777s can be seen parked there, and there are always aircraft parked in the hangars.
TUL M&E: Much of AA routine maintenance is performed at the AA Maintenance and Engineering facility at TUL, Tulsa, OK. The M&E base includes "22 buildings on the main base, with 3.3 million square feet (306,580m2) of hangar and shop space stretching across 33 acres (13ha). It employs 5,200 people (about 5% of AA’s ~100,000 workforce) work around-the-clock in three shifts at the base. In 2013 alone, the M&E Center paid over $48 million to its over 110 local suppliers; in 2014, it provided $419 million in wages and benefits to the region." (airways Magazine - link)
Historic aircraft maintained here included Convair 990; Boeing 720, 707, 727, 747; Fokker 100; Douglas DC-3, -4, -6 and -7; Lockheed L-188 Electra; McDonnell Douglas DC-10, MD-11. The 777 was maintained here 2008-2010. Current aircraft maintained here include Boeing 737, 757, 767; McDonnell Douglas MD-80. New 737s are intakes here as well.
Legacy US aircraft continue to be maintained at CLT and PIT.
Heavy maintenance/ overhaul:
AA was the last of U.S. based airlines that performed all of its heavy maintenance. That ended when AA announced the closure of its Alliance maintenance and repair facility at Ft. Worth, TX as announced 12 Sep 2012.
NBC - TV 5 link
Airbus: unsure, possibly VT MAE, BFM, Mobile, Alabama?
A320 family -
A330 family -
Boeing:
737 - Tulsa M&E (newer -800 heavy C 15 days, in three shifts, up to 10,000 man-hours*)
757 - TIMCO, Greensboro, NC, a division of Swire - HAECO Americas
767 - Tulsa M&E (heavy ‘C’ check every 72 months, requiring 22 to 30 days and 17,000 to 22,000 man-hours*)
787 - AA has an agreement with Boeing?
McDonnell Douglas
MD-80 - Tulsa M&E
*Airways magazine
Links to related threads:
Link to AA Cat II / III ILS approach - Autoland: Turn off all electronics
Link to Turbulence incidents, reports, discussion master thread
Link to Aborted landing / unexpected go-around experiences and discussion
Link to AA 17 emergency landing JFK 4 Jan 2016 (compressor stall - engine out)
Link to N386AA AA71 FRA-DFW lost an engine today [7 May 2015]
Link to AA992 CNF-MIA has a catastrophic engine failure soon after takeoff (Nov 2014)
AA Aircraft Technical, Mechanical etc. "ask" "how it works" (master thread)
#31
Join Date: Aug 2010
Location: KEWR
Programs: Marriott Platinum
Posts: 794
No compensation is due for an inoperative APU alone, nor is it in and way dangerous.
The usual alternative is a ground start cart, and Bob's your uncle.
Every aircraft has a MEL - Minimum Equipment List - that assures no aircraft will go into service without components necessary to its safe operation. An APU is generally not. (A possible need for emergency in air power is even prepared for with the deployable RAT - Ram Air Turbine. Yes, AA has "RATs" on their planes. )
We will merge this into the compo thread soon. Hmm. Or, we might opt on starting an "ask" thread about these kinds of AA related mechanical and flight issues some may want to ask about? I'm a former pilot, but most of us are not. /Moderator
The usual alternative is a ground start cart, and Bob's your uncle.
Every aircraft has a MEL - Minimum Equipment List - that assures no aircraft will go into service without components necessary to its safe operation. An APU is generally not. (A possible need for emergency in air power is even prepared for with the deployable RAT - Ram Air Turbine. Yes, AA has "RATs" on their planes. )
We will merge this into the compo thread soon. Hmm. Or, we might opt on starting an "ask" thread about these kinds of AA related mechanical and flight issues some may want to ask about? I'm a former pilot, but most of us are not. /Moderator
#32
FlyerTalk Evangelist
Join Date: Nov 2003
Location: Wesley Chapel, FL
Programs: American Airlines
Posts: 29,958
Wind shear alert
I was on 551 yesterday LAX-PHX on a 321. At about 2000 feet or so on final I hear the power come up and gear retract. Pilot says the had a wind shear alarm kick in so we're going around. I didn't realize there was an alert. Is this an alarm or does imagery show up on the radar?
I assume due to the monsoon weather there was convective weather close to the runway. We were lined up for an easterly approach on the south runway but after we turned around (nice, rare flight right over camelback mountain!) we landed again to the east but this time on the northern runway. Would love to have heard the ATC at this time.
I assume due to the monsoon weather there was convective weather close to the runway. We were lined up for an easterly approach on the south runway but after we turned around (nice, rare flight right over camelback mountain!) we landed again to the east but this time on the northern runway. Would love to have heard the ATC at this time.
#33
FlyerTalk Evangelist
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#34
Join Date: Dec 2006
Location: ORD
Programs: AA EXP & million miler
Posts: 3,992
Tire change 763
Just passing the time on AA130 ORD-JFK connecting to GIG. Thank god for the 6 hour layover. Rolling delay due to storms early this morning, equip change from 757 to the CIP 763 (ok, not bad...) followed by the announcement that we need to change a tire! Mechanics rolling it across tarmac. Thats a personal first. Id like to see the jack they use. Fix-a-flat not good enough?
#36
Join Date: Dec 2006
Location: ORD
Programs: AA EXP & million miler
Posts: 3,992
#37
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http://travel.cnn.com/explorations/l...s-a330-274379/
The wheel only needs to be about 2 inches off the ground, so I doubt you'd feel it. An A330 goes through 25 tire changes a year. I suspect they try to do them overnight, before boarding, etc. Finding it while pax are on-board is a bit abnormal.
The wheel only needs to be about 2 inches off the ground, so I doubt you'd feel it. An A330 goes through 25 tire changes a year. I suspect they try to do them overnight, before boarding, etc. Finding it while pax are on-board is a bit abnormal.
#38
Join Date: Dec 2006
Location: ORD
Programs: AA EXP & million miler
Posts: 3,992
http://travel.cnn.com/explorations/l...s-a330-274379/
The wheel only needs to be about 2 inches off the ground, so I doubt you'd feel it. An A330 goes through 25 tire changes a year. I suspect they try to do them overnight, before boarding, etc. Finding it while pax are on-board is a bit abnormal.
The wheel only needs to be about 2 inches off the ground, so I doubt you'd feel it. An A330 goes through 25 tire changes a year. I suspect they try to do them overnight, before boarding, etc. Finding it while pax are on-board is a bit abnormal.
#39
Join Date: Apr 2005
Location: PHX
Programs: AA Peon Gold
Posts: 2,915
#42
FlyerTalk Evangelist
Join Date: Nov 2003
Location: Wesley Chapel, FL
Programs: American Airlines
Posts: 29,958
Funny I was in 1A by didn't hear it. I have heard it when the do a pre flight check list though. Guess that door being closed cuts out the sound.
#43
Moderator: American AAdvantage
Join Date: May 2000
Location: NorCal - SMF area
Programs: AA LT Plat; HH LT Diamond, Maître-plongeur des Muccis
Posts: 62,948
"The aircraft operating this flight encountered a microburst while on approach to land on runway 17L (now marked 17C) at Dallas/Fort Worth International Airport (DFW). The pilots were unable to escape the weather event and the aircraft struck the ground over a mile short of the runway. The flight hit a car driving north of the airport and two water tanks, disintegrating. The crash killed 136 on board, 128 of the 152 passengers and 8 of the 11 crew, and the driver of the car. The National Transportation Safety Board (NTSB) determined that the crash resulted from the flight crew's decision to fly through a thunderstorm, the lack of procedures and training to avoid or escape microbursts, and the lack of hazard information on wind shear."
Link to article on Wikipedia.
Last edited by JDiver; Aug 27, 2016 at 10:22 pm
#44
Join Date: Feb 2008
Location: LAX/ORD/HNL
Programs: AA EXP, 4.6 MM, LT Pt, HH Diamond, Marriott Titanium
Posts: 443
Interesting article in today's LA Times business section about "the turnaround". Specifically, they followed American Airlines flight 998 (MCO to LAX) from its arrival at LAX till its departure back to MCO as flight 2381.
www.latimes.com/business/la-fi-airline-turn-around-20161226-story.html
www.latimes.com/business/la-fi-airline-turn-around-20161226-story.html