Ethiopian plane crash
Discussion
IanH755 said:
If you activate the bottle it'll need replacing after the test (as it's empty), so they can't be "fully tested" as such as the bottle would need replacing after every test, leading to a new test on the new bottle, leading to an empty bottle and new bottle being fitted in an endless loop - you would never be able to finish the job off.
So instead they test just the "release" mechanism to prove that, should it be needed for real, the mechanism would work and the bottle "should" work too!
Most of the oxy testing I've done uses a chemical reaction to self generate Oxy for about 5 mins only (enough for the plane to descend to 10k ft) rather than use a "bottle" system like they're saying the Dreamliner uses, unless of course they're getting mixed up which, being the press they may be!
787 employs pressurised oxygen bottles, I think one for each half row of seats. Good pic here:So instead they test just the "release" mechanism to prove that, should it be needed for real, the mechanism would work and the bottle "should" work too!
Most of the oxy testing I've done uses a chemical reaction to self generate Oxy for about 5 mins only (enough for the plane to descend to 10k ft) rather than use a "bottle" system like they're saying the Dreamliner uses, unless of course they're getting mixed up which, being the press they may be!
http://newsinflight.com/2019/11/06/25-of-the-oxyge...
IanH755 said:
Lord.Vader said:
Doesn't sound right.
Emergency systems are installed, but won't be operated, they will be tested to ensure they are "ready" to activate if required.
If you activate the bottle it'll need replacing after the test (as it's empty), so they can't be "fully tested" as such as the bottle would need replacing after every test, leading to a new test on the new bottle, leading to an empty bottle and new bottle being fitted in an endless loop - you would never be able to finish the job off. Emergency systems are installed, but won't be operated, they will be tested to ensure they are "ready" to activate if required.
So instead they test just the "release" mechanism to prove that, should it be needed for real, the mechanism would work and the bottle "should" work too!
Most of the oxy testing I've done uses a chemical reaction to self generate Oxy for about 5 mins only (enough for the plane to descend to 10k ft) rather than use a "bottle" system like they're saying the Dreamliner uses, unless of course they're getting mixed up which, being the press they may be!
My analogy was always the same, you don't test the airbag on a car when you buy it, the system is there and you have a system to monitor its status..
Lord.Vader said:
IanH755 said:
Lord.Vader said:
Doesn't sound right.
Emergency systems are installed, but won't be operated, they will be tested to ensure they are "ready" to activate if required.
If you activate the bottle it'll need replacing after the test (as it's empty), so they can't be "fully tested" as such as the bottle would need replacing after every test, leading to a new test on the new bottle, leading to an empty bottle and new bottle being fitted in an endless loop - you would never be able to finish the job off. Emergency systems are installed, but won't be operated, they will be tested to ensure they are "ready" to activate if required.
So instead they test just the "release" mechanism to prove that, should it be needed for real, the mechanism would work and the bottle "should" work too!
Most of the oxy testing I've done uses a chemical reaction to self generate Oxy for about 5 mins only (enough for the plane to descend to 10k ft) rather than use a "bottle" system like they're saying the Dreamliner uses, unless of course they're getting mixed up which, being the press they may be!
My analogy was always the same, you don't test the airbag on a car when you buy it, the system is there and you have a system to monitor its status..
Lord.Vader said:
My analogy was always the same, you don't test the airbag on a car when you buy it, the system is there and you have a system to monitor its status..
A bit off topic but BMW are having a few airbag issues. Handling it exceptionally well though. Much different approach to Boeing.https://youtu.be/3W-iVrcyGXc
scottydoesntknow said:
A bit off topic but BMW are having a few airbag issues. Handling it exceptionally well though. Much different approach to Boeing.
https://youtu.be/3W-iVrcyGXc
Yes, 20 years old and they did this to my e39.https://youtu.be/3W-iVrcyGXc
JuniorD said:
I'd love to see the new pricing structure. Risky, at the moment, gamble, but could well pay off long term if there are no problems.jshell said:
JuniorD said:
I'd love to see the new pricing structure. Risky, at the moment, gamble, but could well pay off long term if there are no problems.El stovey said:
jshell said:
JuniorD said:
I'd love to see the new pricing structure. Risky, at the moment, gamble, but could well pay off long term if there are no problems.More bad news - seems they are going to have to modify 7,000 older aircraft due to an accident last year...
https://www.independent.co.uk/travel/news-and-advi...
https://www.independent.co.uk/travel/news-and-advi...
MartG said:
More bad news - seems they are going to have to modify 7,000 older aircraft due to an accident last year...
https://www.independent.co.uk/travel/news-and-advi...
I didn't realise Boeing made engines!https://www.independent.co.uk/travel/news-and-advi...
eccles said:
MartG said:
More bad news - seems they are going to have to modify 7,000 older aircraft due to an accident last year...
https://www.independent.co.uk/travel/news-and-advi...
I didn't realise Boeing made engines!https://www.independent.co.uk/travel/news-and-advi...
The problem is with the engine and that a fan blade A) broke off and B) left the engine and went through the cowl and damaged the aircraft.
A rather more technical version here:
https://www.flightglobal.com/news/articles/boeing-...
Interesting that the unforseen weakness in the chain of events dates back to the original fitting of the CFM56 back on the 300/400/500 series requiring the flattened nacelle.
https://www.flightglobal.com/news/articles/boeing-...
Interesting that the unforseen weakness in the chain of events dates back to the original fitting of the CFM56 back on the 300/400/500 series requiring the flattened nacelle.
Speed 3 said:
A rather more technical version here:
https://www.flightglobal.com/news/articles/boeing-...
Interesting that the unforseen weakness in the chain of events dates back to the original fitting of the CFM56 back on the 300/400/500 series requiring the flattened nacelle.
How did Boeing kill BOAC? Was it https://www.flightglobal.com/news/articles/boeing-...
Interesting that the unforseen weakness in the chain of events dates back to the original fitting of the CFM56 back on the 300/400/500 series requiring the flattened nacelle.
A. The fitment of round windows
B. The fitment of windows with flattened tops and bottoms?
NoddyonNitrous said:
Indeed it doesn't.I still don't understand how Boeing is supposed to have killed off BOAC.
Europa1 said:
NoddyonNitrous said:
Indeed it doesn't.I still don't understand how Boeing is supposed to have killed off BOAC.
BOAC and BEA merged to become British Airways in 1974.
The success of the Boeing and Douglas aircraft might have helped end the comet and US manufacturers definitely learned a lot from the comet and the problems de havilland had in its development
The comet didn’t lead to the end of BOAC though.
At the time we were years ahead in jet and passenger craft technology.
Boeing capitalised on the comets failure (squared off windows) and effectively killed our lead.
Everyone knows corners lead to stress points, the 737 is so far beyond its use by date they are introducing issues and fudges rather than killing it dead.
Boeing capitalised on the comets failure (squared off windows) and effectively killed our lead.
Everyone knows corners lead to stress points, the 737 is so far beyond its use by date they are introducing issues and fudges rather than killing it dead.
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