Boeing at X-Roads?
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What is the problem that is causing such concern?
Did the maintenance manual specify that no lubricant shall be used?
Did the maintenance manual allow use of only a specific lubricant?
I have never used Dawn as a lubricant as I usually have Costco brand on hand and it probably is just as effective.
Did the maintenance manual specify that no lubricant shall be used?
Did the maintenance manual allow use of only a specific lubricant?
I have never used Dawn as a lubricant as I usually have Costco brand on hand and it probably is just as effective.
Last edited by EXDAC; 13th Mar 2024 at 21:05. Reason: reposting the big picture not necessary
What is the problem that is causing such concern?
Did the maintenance manual specify that no lubricant shall be used?
Did the maintenance maual allow use of only a specific lubricant?
I have never used Dawn as a lubricant as I usually have Costco brand on hand and it probably is just as effective.
Did the maintenance manual specify that no lubricant shall be used?
Did the maintenance maual allow use of only a specific lubricant?
I have never used Dawn as a lubricant as I usually have Costco brand on hand and it probably is just as effective.
https://www.avm-mag.com/the-deadlies...tenance-legacy
We already have Airbus manufacturing in the US. Why do we care at all about Boeing's civilian manufacturing business?
Let's force Boeing to sell its defense business to RTX or Northrop, lobby Airbus to greatly increase production in the US, and tell Boeing "good luck guys."
Let's force Boeing to sell its defense business to RTX or Northrop, lobby Airbus to greatly increase production in the US, and tell Boeing "good luck guys."
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We already have Airbus manufacturing in the US. Why do we care at all about Boeing's civilian manufacturing business?
Let's force Boeing to sell its defense business to RTX or Northrop, lobby Airbus to greatly increase production in the US, and tell Boeing "good luck guys."
Let's force Boeing to sell its defense business to RTX or Northrop, lobby Airbus to greatly increase production in the US, and tell Boeing "good luck guys."
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Brilliant! Let's have only one big manufacturer. (X airline): "how much for the 20 A350s?" "Airbus: $6 billion" (X airline) "but... No discount?" (Airbus): "we're the only one with WB capabilities friend. Take it or leave it"
Is how competition works clear and why we SHOULD have Boeing and Airbus AND a robust Embraer?
Is how competition works clear and why we SHOULD have Boeing and Airbus AND a robust Embraer?
We already have Airbus manufacturing in the US. Why do we care at all about Boeing's civilian manufacturing business?
Let's force Boeing to sell its defense business to RTX or Northrop, lobby Airbus to greatly increase production in the US, and tell Boeing "good luck guys."
Let's force Boeing to sell its defense business to RTX or Northrop, lobby Airbus to greatly increase production in the US, and tell Boeing "good luck guys."
“These directives are unrelated, affecting different airplane models with different designs. The 787 NPRM is intended to address an isolated issue observed in fleet operations while the 737 MAX NPRM is intended to address a remote concern that has never occurred in service. Neither is an immediate safety-of-flight concern based on extensive engineering analysis. In both cases, the FAA NPRM proposes fleet actions that Boeing previously recommended to operators.
As this shows, our extensive efforts to further improve airplane safety include systematically reviewing issues in the in-service fleet and also using modeling analysis to identify potential issues that have never occurred. Then we work within Boeing and transparently with customers and suppliers, under the oversight of our regulator, to address any concerns.”
As this shows, our extensive efforts to further improve airplane safety include systematically reviewing issues in the in-service fleet and also using modeling analysis to identify potential issues that have never occurred. Then we work within Boeing and transparently with customers and suppliers, under the oversight of our regulator, to address any concerns.”
Brilliant! Let's have only one big manufacturer. (X airline): "how much for the 20 A350s?" "Airbus: $6 billion" (X airline) "but... No discount?" (Airbus): "we're the only one with WB capabilities friend. Take it or leave it"
Is how competition works clear and why we SHOULD have Boeing and Airbus AND a robust Embraer?
Is how competition works clear and why we SHOULD have Boeing and Airbus AND a robust Embraer?
Yes, I do, when working on my experimental aircraft since I am the builder and the FAA authorized inspector.
I am well aware of the DC-10 accident and the engine change was in violation of maintenance manual procedures. You did not answer what the maintenance manual says about the use of lubricants for door seal installation.
I am well aware of the DC-10 accident and the engine change was in violation of maintenance manual procedures. You did not answer what the maintenance manual says about the use of lubricants for door seal installation.
I don't get this either. The FAA are saying quite straightforwardly that wire chafing and thus short circuits has led to uncommanded spoiler operation, including one uncommanded hardover, on the Max. Seems a straightforward issue to examine. Why ever would Boeing say it was a remote concern that had never happened. Is the comment about the same as the original ?
It's quite basic - airframe and engine manufactures release service bulletins - a lot of service bulletins. Some operators incorporate them religiously, others not so much. Way back when, I was on a team reviewing some Boeing service bulletins and their incorporation rates. At least at that time, Boeing had three categories - 'Normal', 'Unusually significant', and 'Alert'. 'Alert' basically meant there were potential safety implications. The fleetwide incorporation rate for 'Normal' was barely 50%, 'Unusually significant' around 70%, and 'Alert' (that were not AD'd) less that 90% (at least in my experience in Propulsion, an AD was basically automatic if the S/B was "Alert"). Even AD'd ones were only in the mid to high 90% range - still meaningfully less than 100% (doesn't say much for the regulatory processes in a few countries). The airframer or engine manufacturer has no way make an operator incorporate a service bulletin - only the mechanism for that is for the regulators to issue an AD (although an FAA AD technically only applies to US operators, it's standard practice for all the other regulatory agencies to copy the FAA or EASA AD's verbatim.
Yes, I do, when working on my experimental aircraft since I am the builder and the FAA authorized inspector.
I am well aware of the DC-10 accident and the engine change was in violation of maintenance manual procedures. You did not answer what the maintenance manual says about the use of lubricants for door seal installation.
I am well aware of the DC-10 accident and the engine change was in violation of maintenance manual procedures. You did not answer what the maintenance manual says about the use of lubricants for door seal installation.
Simplest thing in the world
The National Transportation Safety Board still does not know who worked on the failed door plug on Alaska Airlines flight 1282 and Boeing overwrote surveillance footage from the repair facility where the plug was reinstalled ahead of the flightearlier this year, according to a letter Wednesday from NTSB Chairman Jennifer Homendy to the Senate Commerce Committee.
Using washing up liquid is sometimes done when fitting car windscreens as it lubricants the string used to pull the rubber seal and allow the glass to slide into place. I’m surprised it’s used in aviation as manufacturers will normally specify a certain product which is the same as something you’d find in a hardware shop but costs at least 10 times as much.
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I have no idea what the manual says about lubricant for that procedure, but it's likely that the FAA wouldn't have cited in in the report if using Dawn was compliant.