Followers of Endeavor Air’s Instagram account, @endeavorair, have been looking for our technicians to take the spotlight. Our audience submitted questions ranging from personal favorites of our technicians to how Endeavor’s aircraft – the CRJ-700/900s – work. While safety is their top priority, Endeavor’s technicians were happy to step away from the line and help with a non-maintenance issue – answering these hard-hitting inquiries. 

How does the engine of a CRJ work? 

“In simple terms, the engine works like taking a balloon, filling it up with air, and letting it fly across the room. That is what a jet engine is – it is physics, force x mass x acceleration.  

So, with our jet engine, the engine takes air and compresses it through the compressor section. From there, it goes into the burner cans where fuel is ignited. The exhaust gases go through a series of turbines which, through magic, spins the fan up front.  

The fan is responsible for about 80% of the thrust of the aircraft. The other 20% of the thrust is from the exhaust gas.” 
-Jeff Moore, Airframe Specialist, MSP 

What do the antennas on an aircraft do? 

“There are two very large antennas on top of the aircraft, and they are used for communicating with the ground while the aircraft is in flight. 

A third antenna is also for communication, and it allows pilots to communicate with the ground via typing, like texting. We can communicate information and discrepancies while they are inflight, so we can get ready to repair it when they come back. 

The antenna on the bottom of the aircraft is the Wi-Fi antenna. It is so you can have access to your Wi-Fi systems, so you can have entertainment or do business in flight.” 
-Darren Lawrence, Avionics Technician, MSP 

What do I look for as a mechanic when I do a walkaround of an aircraft? 

“Anything that is not normal – when you do as many walkarounds as Endeavor mechanics do, 100s of times a year, you notice things on airplanes that do not look right. 

We are checking the fuselage for any damage. We are also looking at the wings, the tires, engines, and the brakes – pretty much the whole aircraft. 

I can guarantee I have seen something – a drip or a leak – that caught my eye, and it turned into a hydraulic or fuel leak. That’s what we are looking for – anything that will make the aircraft not ready for flight.  

As maintenance, we are the last defense to make sure that we deliver a safe product, not only to our crew but to our passengers. I always tell my family and friends that if I can’t put myself or my family aboard the aircraft, they’re not going.” 
-Jeff Moore, Airframe Specialist, MSP 

Walk us through an Ops check and what that really means. 

“In maintenance, Ops checks are critical steps to ensure a component/system is working after a replacement.  

These ops checks can be as simple as changing a lightbulb on the wing and making sure the light works after replacing. Or as in-depth as ensuring the engine has no oil, fuel, or air leaks after a major component has been changed. 

That’s why every single Ops check, whether big or small, needs to be complied with.” 
-Carly Brooks, AMT, DTW 

What is your favorite thing to repair and why? 

“My favorite thing to repair is sheet metal, because it’s a challenge. You have to work with the metal that’s on the airplane and match up a repair.  

To match, you must pick up the same rivet line and holes in the airplane before. It usually consists of a doubler or a tripler (where the metal attaches to the skin of the airplane).” 
-Dave Grzywacz, Ops Manager, MSP 

What needs repairing the most? 

“I would say the duct monitoring system because especially in the back, you get a lot of traffic back there, and people bump into it. So those tend to get worn down. The wings tend to have a lot of vibration which also causes issues.”  
-John Reilly, Avionics Technician, RDU 

How many times a day do you have to clean out birds’ nests from the engine? 

“We don’t really have bird nests. Considering how much these planes fly in-between airports, there isn’t really time for them to ‘get it done.’  

We do encounter bird strikes sometimes. It’s unfortunate, but it does happen. We go through the inspections, check the engine, check for aircraft damage or dents, and make sure it’s good to go. 

For me personally, I have never taken a bird’s nest out of an engine.” 
-Elizabeth Hinson, Maintenance Controller (previously an AMT), MSP 

Why can’t we have 2fms in the GJ and CRJ-700s? 

“The reason we can’t have two installed on the CRJ is because we already have one installed, and it would be too costly to install all the wiring modifications and hardware in the system or on the aircraft.” 
-Darren Lawrence, Avionics Technician, MSP