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New is one thing, but you must not have flown too many a/c out of maintenance checks. They usually have more issues than when they went in. At least the heavy checks anyway. But that could also be due to the lowest bidder mtx being used. Originally Posted by PurpleToolBox
My expectation when I fly a new airplane, drive a new car, or fly an airplane away from a maintenance check, is that everything is working properly because the QA folks have refined the processes good enough to ensure they're delivering a perfect product the first time.
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We must need more MD-10s thenOriginally Posted by KnightFlyer
Last week, brand new 76 we were jumping to MEM on broke ..... No problem; MD-10 flew in and rescued everything.
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Where is it? Somehow we managed ...
MM
Beats my 13 different models at a fly by night cargo outfit. Squeezing by the F/E one night I noticed he was just staring at his panel. Originally Posted by MaydayMark
I once worked at a Legacy carrier that had 22 different model 727's. Sometimes simple things like, "SQAUCK IDENT" would get a response on the flight deck ...Where is it? Somehow we managed ...
MM
"What's wrong?"
"I can't find the battery master switch."
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They are not acceptance-tested by Fedex test crews. Don't know why - that's how it used to be done.
Originally Posted by Huck
New aircraft at Boeing are given a ~1 hour test flight by Boeing pilots. They are not acceptance-tested by Fedex test crews. Don't know why - that's how it used to be done.
Not quite right. Boeing first flight, B-1, is about 3 hours. They refly if there are any flight related squawks. After they sign it off, FDX Capt flys left seat with a Boeing pilot in right seat and they fly the complete B-1 flight again. Refly again until there are no more flight squawks. Plane is then ferried back to MEM where the HUD and a few other minor mods are done. That takes about 7 days. Then it is flown again to align the EFVS and verify the HUD is working properly. Then to the line.
