On a personal level, I don't see the point in those long-running accident threads anyway. The discussion is largely dominated by speculation, rumors which usually prove false, and people frankly who don't have much of a clue what they're talking about. ... I never participate; I think that's the ca...Jump to post
AC 20-128A establishes 1 in 20 as the threshold for acceptable risk of a catastrophic outcome for safety analysis of 1/3 disk uncontainment.
Not exactly what was said, but probably the source for the statement.
I won't bother rehashing gtae70's post, which I agree with wholeheartedly. I'm just over 6 years into a career in aerospace engineering (production support) on the merit of a 4-year degree in mechanical engineering. My day-to-day statement of work depends on all of the things I have learned since le...Jump to post
I found this article interesting. The first thing in our "Dash 1" technical orders states: "Because of the magnitude of interrelated aerodynamic effects flying two aircraft at close vertical proximity is unsafe." So basically the USAF tells us that our job is not safe right off t...Jump to post
Might be difficult to get something like that certified for crashworthiness. Seats are required to withstand a 16G force without failing In case anyone is interested: 14 CFR 25.561 has static load cases (9 g forward, for example). The 16 g comes into play from 14 CFR 25.562 , which added dynamic lo...Jump to post
TWA 800 came up in another thread a while ago. The question asked "was the flammability of TWA 800's fuel tank unusual?" Did some googling, looks like the (heated) center wing tank of new production Boeing planes use NGSs made by Honeywell. I'm curious if airbus has any kind of inerting s...Jump to post
You seem to think I'm arguing with you rather than providing context.
I am saying the flammability of TWA's tank on climb-out was exceptional. FAR 25.981 requires a fleet average flammability exposure of 2% or less.
None of this makes blowing up an aircraft impossible.
TWA 800's center wing tank was (supposedly) set off by a small electrical spark. Now imagine what a hot glowing tracer round might do to a similarly warm tank. TWA 800 was sitting on hot tarmac running the air conditioning (further heating the center wing tank) for a few hours prior to take-off. TW...Jump to post
Think the AA A300 with overtorqued bolts that resulted in a horizontal stabilizer failure. If it was found that an assembly or maintenance torque was wrong, that could explain this issue. It could be, and this is a risk of tail mounted engines, that high cycle fatigue is an issue. Perhaps engine vi...Jump to post
Resurrecting this thread in lieu of creating a new one. I think sub-forums are needed, but organized by topic instead of region. I, for one, would love to be able to just click on "aviation safety" as a sub-forum of "civil aviation" and not have to wade through tons of operations...Jump to post
Metal fatigue is a very serious issue. It caused a lot of crashes in the past, think e.g. about the Comet. Metal fatigue is a known phenomenon (a major design driver) and the presence of active crack tips is expected at a certain (late) phase of a modern damage-tolerant transport airplane's life. I...Jump to post