Sun Apr 13, 2008 8:24 pm
mustanglover wrote:krlang wrote:Last weekend was easy to volunteer for, I changed a P2/T2 sensor on a Cessna CJ3 on Nantucket.
Is that the first one you have done, if not how many have you done and much time on the CJ3?
That was my third one to have the heater fail on a 3, I have been told that they are a "weak link". Luckily the screws had been out before, it took about an hour, ten or so screws, 3 bolts. We have been seeing alot lately, Soveriegn problems too. Had a 3 come in from PBI the other day with a cut oil filter o-ring. Oil was dripping off the tail, it lost almost 3 quarts enroute. We had 3 CJ2's in the week before last, two with the same problem. Duct temp overheat light. Newburgh had the airplane for 4 days, didnt fix it. We figured out the problem on the LH side of the first one found both temp valves failed on the next.
OK, Back to Robbies post,
A little over a year ago I went to a class at Embraer in Nashville. It was amazing to listen to the stories about who was laid off and how often. There was one guy who was amazed that I had never been, and was working for the same place for 12 years. He had been laid off from every employer he had worked for, 8 jobs in as many years.
Sun Apr 13, 2008 8:28 pm
krlang wrote:That was my third one to have the heater fail on a 3, I have been told that they are a "weak link". Luckily the screws had been out before, it took about an hour, ten or so screws, 3 bolts. We have been seeing alot lately, Soveriegn problems too. Had a 3 come in from PBI the other day with a cut oil filter o-ring. Oil was dripping off the tail, it lost almost 3 quarts enroute. We had 3 CJ2's in the week before last, two with the same problem.
Williams has a problem with the Tt2/Pt2 heater element. They have a fix coming out towards the end of the year, but it will only be for current production engines and not engines in the field as it will require a major engine wire harness change. I am wondering what Cessna is going to do with those airplanes in the field.