FIELD TRIP REPORT

OPERATION DESERT DEEP FREEZE

T1 Minimum Control Speeds

Edwards Air Force Base

Lancaster, CA USA

19.-23. December, 1998

 

by

 

Anthony Tellier, as told to Cyrus Jackson

BRR B717 Flight Test Team

Yuma, AZ USA

 

 

 

The Boeing 717-200 “717XA” (a.k.a. “T1”) flew to Edwards Air Force Base on Friday the 19th of December 1998 to perform Minimum Control Speed tests (“V_mcg”).  Edwards is located in the so-called “High Desert” of Southern California on the margins of Rogers Dry Lake.  Rogers, once known as Muroc Dry Lake, has been the site of several Space Shuttle landings.  Edwards is the USAF Flight Test Center and where Chuck Yeager first broke the speed of sound. 

 

The V_mcg testing was severely compromised by the strong west winds that arose at dawn -- and blew all day and into the night — for several days in a row.  The test wind limit was only five (5) knots and the crosswind component was a small two (2) knots.  The 25-knot winds (gusting to over 30 knots at times) easily exceeded those limits, precluding any such testing.  Maneuver and Control Stability work was performed as a fill-in.

 

V_mcg tests require the high-power “chop” of one of the engines, which results in a flow reversal, a strong “Boom” and an airframe shudder.  Boeing asked that the HPC and LPT be borescoped at the end of each day’s V_mcg testing.  Borescoping and videotaping in the field proved to be somewhat “difficult” under the conditions at Edwards during this Report time frame.  The weather was cold.  The weather was windy and the days were the shortest of the year.  It snowed one evening.  The heater in the Lancaster motel went off-line.  You had to put your beer in the reefer to keep it from freezing.

 

The three borescope series that were performed showed both engines’ hardware to be in good condition.

 

HARDWARE PROBLEMS

The Boeing-required, daily, visual inspection of the igniters resulted in two parts being broken at the wrench flat during their re-installation.  BRR records indicate that each particular igniter plug had been removed and replaced for these inspections as follows:

 

   13104; outboard, #1, starboard side, right [ALF] — nine removals.  FRACAS 1444.

   13105; outboard #1, starboard side, right [ALF]) — ten removals.  FRACAS 1443.

 

The thin wall of the igniters’ shell was broken in two, brittle pieces, held together only by the ceramic core, suggesting a low-cycle fatigue situation.  (A Boeing calibrated torque wrench is used to install the igniters per “74-20-04-420-001 A. (4)”: 250 Lbf-in).  Evidence shows that Boeing had used a colloidal copper anti-seize compound (often referred to by a brand name “Never-Seize”) on the igniter threads.  The BRR Maintenance Manual specifies only the use of simple turbine engine oil.  It was not possible to fully hand-install the RH 13105 igniters into the burner case bosses.  (Note: This reported increase in run-on torque has not been taken into account at installation.)

 

(Note: Previously, in Yuma, another oft-inspected igniter was destroyed in the same manner.  FRACAS 1439.) 

 

The igniter replaced in 13105 #1 provided an excellent baseline for observing the erosion from Continuous Ignition.  Installed brand new, S/N 752, was operated for a maximum of 37 minutes of continuous ignition and sustained 0.028-in center electrode erosion and an 0.008-in increase in diameter across the firing tip.  Although this is but one snapshot of the phenomenon, it suggests that the maximum erosion of 0.12-in would be reached at or past the 10-hour limit of continuous ignition.  Under this severe condition, the igniter’s tip is melted away; balls of molten metal can be found on the rim and the center electrode.

 

The standing requirement for a daily visual inspection and measurement of the igniters’ tips was rescinded, by Boeing, on the evening of 21st of December.  However, these inspections are still required prior to and after any single-engine flying or any otherwise continuous ignition operation.

 

The requirement to borescope the HPC after any low-power start-up surge was (thankfully) rescinded as noted in Flight Test Report #104 (717LB104_21Dec98):

 

During the initial (‘cold’) start prior to flight 125 of aircraft T1 the LH engine (S/N 13104) surged once again on closing of the stage 8 HBV. Ironically the LH engine on aircraft T2 (S/N 13107) surged as well during the first start of the day some 30 minutes later (T1 being at Edwards, T2 at Yuma). After discussions with the pilots and the Boeing Management (present at Yuma), it was decided to waive the previously required HPC borescope inspection, if the start surge can be clearly attributed to the known stall margin problem during stage 8 HBV closure. After review of the PWM data both aircraft were cleared for flight, hence minimizing the delay to the test program.

 

(We looked at the Stage 3 blade TE s so often that we are now close friends.)

 

Three (3) Core Fairing Panel “Tridair” Fasteners were replaced due to cracking at the threaded end: two (2) on Engine 13104 and one (1) on Engine 13105.  FRACAS 1448.

 

Three (3) Bypass Duct Access Panels were found to have minor de-bonding at the corners of the Kevlar™ acoustic material:

Engine 13104

   Large Panel P/N BR715APA002-01, S/N 3112V022 -- 4 inches

   Small Panel P/N BR715xxxxxx-xx, S/N x112Vxxx -- 2 inches (complete part info was obliterated)

Engine 13105

   Large Panel P/N BR715APA002-01, S/N 3112V016 -- 2 inches.

 

(Note: These panels are not (necessarily) re-installed in the original or previous location not in the prior orientation.)

 

Their condition was considered minor based upon parts previously seen in Yuma and at Chula Vista.  The parts were re-installed and will be re-inspected back in Arizona.  Flight Test suggests that a written "Pass-Fail" inspection criteria for the acoustic material's bonding be provided.

 

LESSONS LEARNED

Facilities

The pad where the B717 was positioned -- "Building 1830” -- had no facilities.  We were able to borrow a small hydraulic lift -- a C-17 work platform.  We needed more (and better) ladders.  We obtained 110vac power from the 717.  Lighting was by a drop-light and flashlights.  We could have used more.  Extension cords are necessary items.

 

Contrary to popular opinion, the aircraft was not (repeat "NOT") in a hangar but positioned outside, subjected to all of the elements.  Out there we experienced all of the human emotions,

 

Borescoping

Invasive inspections should be limited to an absolute necessity in the field.  The possibility of self-induced, flight-restricting problems is greater under such adverse conditions and with limited support. 

 

Handling small parts with, or without, gloves is tricky, at best.  While items were dropped, they were found.

 

The borescope kit should have an extension cable for the recorder, similar to the one provided for the monitor.  The short lead that is now with the set-up is too short when the recorder/viewer is resting on the lower engine cowl.  Due to some ambient light conditions, the recorder's monitor can be very difficult to see.  A black cloth, like a portrait photographer's, should be used.

 

 

 

Fly-Away Kits

All three test aircraft -- T1, T2 & T3 -- should have a Fly-Away Kit permanently on board.  A simple toolbox would suffice.  It would have lettered on it: “BRR Fly-Away Parts Kit”.  Tip: Each engine’s build records should be consulted in order to determine which of the seven sizes of Adjusting Washers is peculiar to each igniter location and the appropriate spare washer placed in the kit.

 

The “Kit” boxes would be locked with one of a set of Master™ keyed-alike padlocks.  The keys would be distributed to all mechanics and the various crew chiefs.  Nothing should ever be taken from these kits except while in the field.  A checkout list would be inside the toolbox and diminished stocks replaced upon return to Yuma.

 

Fly-Away Parts Kit

   Core Panel Fasteners & Washers                     Long and short

   Filter, Oil                                                          QA07520

   Filter, Fuel -- Motive Flow                               QA07861

   Igniter Washers (7)                                           BRR17953-59 (Ref: Engine Ass’y        Records)

   Igniters w/ CoCs (4)                                         Y242-5

   Igniter Boss

   Igniter Boss Seal(s)

   O-Ring,                                                            AS43013-118

   O-Ring,                                                            AS43013-122, Small

   O-Ring, Filter -- Oil                                          AS43013-153, Large

   O-Ring,                                                            AS43013-240

   O-Ring,                                                            AS43013-241

   O-Ring,                                                            AS43013-243

   O-Ring,                                                            AS44066

 

 

THANKS

The T1 crews of Bill Ellis and Abdon Herrera helped us complete the numerous inspections.  In particular we would like to thank James Kitchen (on loan from T2), Mike Barrera and Kenny Lesch for allowing us to use their aircraft "home" as a base of operation, coffee bar and refuge.

 

 

 

USEFUL SITE INFORMATION

PULL OVER

The EAFB Air Security Police will reportedly ticket anyone exceeding the posted speed limits ... with no leeway; no “10%” cushion; no anything other than a serious military-justice citation.  The Security Police are eighteen-year-olds with guns and power, a bad combination at best.  Use your cruise control!  The Sierra Highway from Rosamond to Lancaster is radar-patrolled by LA County and Kern County Sheriffs: "County Mounties".

 

REMOTENESS

The base is about thirty miles NE of Lancaster, through scenic Rosamond, off the Sierra Highway via “Rosamond Road”.  (You can also take the "14" freeway from Lancaster at the Willow Springs Raceway sign.)  You will have to stop at the Base gate(s) and identify yourself to the Airman.  “Boeing Flight Test” and your badge will suffice.  A taxi ride, one way, will run you well over $50 US.

 

During the end of December 1998, due to “Operation Desert Fox”, they had (in capitals):

 

THREATCON ALPHA

Be Cautious

Be Aware

Report Suspicious Activity

 

(This latter should have alerted the authorities to the T1 crews!)

 

The West Gate road to the Base is a straight, flat, four-lane, divided highway with a oh - so - s l o w  60-mph speed limit.  The Base, and the long arm of the Air Force law, actually extends westward past the (apparent) West Gate, so be advised. 

 

You cannot drive onto the “Building 1830” Ramp without a military driving license.  Boeing T1 A/C Crew Chiefs Bill Ellis and Abdon Herrera had them, however, and had to shuttle crews and equipment to and fro.

 

WEATHER

Windy, period.  Cold.  Real cold!  Or hot.  But windy no matter what.

 

LODGING

The motels normally used by Boeing are in Lancaster some 30 miles away from Edwards.  Which is a drive made even longer than it would suggest at first glance, due to the omniscience of those pesky Security Police. 

 

The “The Inn Of Lancaster” has:

   Breakfast

   Coffee maker

   Microwave

   Modem-friendly phones and jacks (bring a multiple phone socket adapter and a phone cord.  And perhaps an extension power cord and a wall socket multiple adapter.)

   Pool

   Spa

   TV -- with lots of channels

   VCR

   Workout room

   A terrific, low-peso, Mexican gritzo right next door

   (805) 945-8771

   (805) 948-3355 (Fax)

The Inn Of Lancaster

44131 North Sierra Highway

Lancaster, CA USA 93534

 

The motels in Rosamond, although but half the distance to the Base, are best generously described as “seedy”.  But they are only half the distance.   With a Moose Lodge down the road ... you aren't going for the fun, anyway.

 

BASE OFFICE PHONES & DOOR CODES

The military mind has the phone system set up somewhat different than in the real world.

   Building “1830A” Fax: (562) 593-1079 (In the MD C-17 area)

   Building “1830A” In Line: (805) 277-6868 + 2631/3/4/5/8

   Building “1830A” Out Line: 99 + A/C + Number (No “1” is needed or allowed, OK?)

   Building “1830A” Door Combination: 4-18-30

   Building “1830A” East Fence Gate: 4-3-1

 

FOOD & STUFF

The only thing that civilians can purchase on the Base is food.  There is a Burger King (Hire The Handicapped) near to, and a food mall in, the BX (Base Exchange).  The Cactus Cafe ("Now Open") is close to the aircraft.  You cannot purchase gasoline at the lone, long-lined Base fuel station (except when returning the rental vehicle to the Enterprise office on Base) ... or buy any of the discounted goods at the BX. 

 

The NASA Gift Shop has hats, mugs, shirts and things for civvies.

 

MUSEUMS

There are some outdoor aircraft displays:

   B-52

   F-111

   F-104s

   F-8 (Fly By Wire)

   F-8 (Supercritical wing)

   F-84

   HL-10 (Lifting body)

   J-10 engine

   J-79 engine (F-104, B-58, F-4, etc.)

   J-93 engine (XB-70)

   P&WA engine (old!)

   LLRV (Lunar Landing Research Vehicle – w/ a vertically-mounted GE engine)

   Mate-Demate Device (puts a Space Shuttle onto the NASA B747)

   Meteor

   P-59A (First USA jet plane, circa '42)

   Saberliner

   SR-71 (clapped out)

   T-38

   T-46

   X-15

   X-1E

   X-29 DARPA/Grumman (Fwd-swept wings and canards)