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#101
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"John R Weiss" wrote in message snip If this is the case, the AOA at which the slats start to deploy, and the rate at which they deploy, would likely be adjusted in the design phase. This is really good stuff, Weiss. |
#102
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"John Mullen" wrote in message ... snip But hey - they saved a *lot* of time changing the engines that way. (Wonder if JT was involved in that idea?) The airline improvised their own way of completing a Douglas service bulletin. It is a fact that the cause of the engine departure was some dumbass mechanics ignoring Engineering. The irony of your post is humorous, Mullen. |
#103
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"Gord Beaman" wrote in message ... snip Apparently the chances of a wing engine failure plus an asymmetric slat condition plus the left DC bus failure PLUS a slat asym. warning failure was a pretty remote possibility. Unless the Airline's mechanics ignore the Manufacturer's engineering, then it is a certainty. |
#104
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"Gord Beaman" wrote in message ... snip Yes indeed, but then almost every aircraft accident is caused by a string of problems, sometimes connected (as these were) sometimes not. Death is often the result, when mechanics shun engineering. The irony of this branch of the thread is wonderful. |
#105
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"B2431" wrote in message ... From: (Frank Hitlaw) snip Dan, Tarver lost me with the fixed spoiler,what purpose would it serve on an aircraft.It would be pretty silly to have a spoiler fixed stowed or deployed. Then again you have to consider the source of this information.I am still looking for section 40 on Boeing aircraft. It's somewhere between the third and sixth cocktail. Why would either of you have a clue how an airplane is constructed? Do you see the irony of your posts? |
#106
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