Many moons ago my then excellent employer had a tech wash up every year; combined with the cabin crew on the second day ( refresher AEP and again an attempt at harmonising relations with the cabin crew, although from memory they didn’t really need harmonising ). And a few drinks laid on afterwards as an extra incentive. Win win.
Anyhoo. In the spirit of educating the rest of us two recently joined DEC’s ( from a recently defunct airline with the initials A*) fessed up to being rostered together on a LGW BGR run in the 757. Both were experienced training captains at that time. Rostered together for reasons that were never explained.
Just prior to reaching the ETOPS segment they had an issue with the analogue displays on both sides and therefore elected ( unbidden ) to trip both ADC cb’s. Problem solved. However, shortly thereafter a brief phone call from the L3 vicinity to say that there was a strange “whirring” noise from beneath the floor. Further investigation suggested that the boys had inadvertently deployed the RAT. Which was being driven both by Bernoulli’s and the C hyd system. ! Cue Portishead radio call to company and eventually Boeing whose suggestion was to continue, and turn off C hyd sys until on approach. Which they did.
Lord knows what the pax thought with the racket for 7 hours. Nor was there much questioning of the wisdom of flying past several perfectly useable ERA’s where they could have restored the RAT under eng guidance. From memory using the C system to stow it via a switch in the bay. And then be on their way.
Suffice to say, when they landed in Maine, the boss and hub of the RAT were glowing cherry red.
So the moral of the story. ? DFWI unless under OEB/FCOM/ Eng guidance. And even then think about it.
And if it’s got dust on it...don’t touch it.
Last edited by MENELAUS; 1st Feb 2021 at 03:59.