CAL/UAL Facebook page
08-20-2014, 02:31 PM
#25
Gets Weekends Off
Joined APC: Sep 2010
Posts: 1,253
08-20-2014, 10:12 PM
#26
Banned
Joined APC: Jun 2008
Position: A320 Cap
Posts: 2,282
Honestly I couldn't care less. The merger was in 2010. It's time to get over it. I expect this kind of "discussion" from some other employee groups. Hell I STILL hear from gate agents about the summer of 2000.... but we should be able to see the forest from the trees here and just move along
08-21-2014, 12:08 AM
#27
Gets Weekends Off
Joined APC: Mar 2012
Position: 777
Posts: 2,171
First, please read the NTSB report about UAL 232. https://www.ntsb.gov/investigations/...y/AAR9006.html
My dad did the crash investigation out in the corn fields amongst body parts, so this simplistic inappropriate comment has no place in a conversation about a Facebook page that wasn't in existence when this happened.
Second, blamed on maintenance? Uhh...kind of. GE made 2 different fan discs with that SN. One had a hard alpha inclusion in the titanium, manufacturing defect to the uninitiated. It was widely believed that GE destroyed the wrong disc and that the flawed one was put into service. However, there was no proof so the theory never made it into the NTSB final report.
UAL had just started a MX inspection program that would have revealed the flaw, but that particular engine had not had a chance to go through overhaul since the new procedure. The irony is that this new inspection device did not exist at the time the disc was made and would have unequivocally spotted the defect.
Now, here's the sticky part, since UAL had this X-ray machine, and approved for inspection, the NTSB put the blame on UAL for not having inspected the incident engine, even though it was not required to do so until the next major overhaul.
You want more details that never made it to the report, PM me, but don't spout half truths about either airline when people died, very uncool.
08-21-2014, 12:15 AM
#28
Gets Weekends Off
Joined APC: Mar 2012
Position: 777
Posts: 2,171
Yes, the inspection process - from Wikipedia :
The investigation, while praising the actions of the flight crew for saving lives, would later identify the cause of the accident as a failure by United Airlines maintenance processes and personnel to detect an existing fatigue crack.[1] Post-crash analysis of the crack surfaces showed the presence of a penetrating fluorescent dye used to detect cracks during maintenance. The presence of the dye indicated that the crack was present and should have been detected at a prior inspection. The detection failure arose from poor attention to human factors in United Airlines' specification of maintenance processes.[1]
The investigation, while praising the actions of the flight crew for saving lives, would later identify the cause of the accident as a failure by United Airlines maintenance processes and personnel to detect an existing fatigue crack.[1] Post-crash analysis of the crack surfaces showed the presence of a penetrating fluorescent dye used to detect cracks during maintenance. The presence of the dye indicated that the crack was present and should have been detected at a prior inspection. The detection failure arose from poor attention to human factors in United Airlines' specification of maintenance processes.[1]
Again, stuff that never made it into the report. Yes the crack was detected by dye penetrant at GE upon initial manufacturer. The finish machining process called for shot peening of the surface, basically blasted by small BB's to compress the surface of the finished part. This would have covered over the cracked surface now rendering the imperfection invisible until the X-ray technology was implemented several years later.
So, impossible to prove, not possible to detect by the then current technology, but blamed by the NTSB.
08-21-2014, 05:10 AM
#29
Gets Weekends Off
Joined APC: Mar 2006
Position: 737 fo
Posts: 908
Sorry for the thread drift, but I must comment on this out of place misinformation.
First, please read the NTSB report about UAL 232. https://www.ntsb.gov/investigations/...y/AAR9006.html
My dad did the crash investigation out in the corn fields amongst body parts, so this simplistic inappropriate comment has no place in a conversation about a Facebook page that wasn't in existence when this happened.
Second, blamed on maintenance? Uhh...kind of. GE made 2 different fan discs with that SN. One had a hard alpha inclusion in the titanium, manufacturing defect to the uninitiated. It was widely believed that GE destroyed the wrong disc and that the flawed one was put into service. However, there was no proof so the theory never made it into the NTSB final report.
UAL had just started a MX inspection program that would have revealed the flaw, but that particular engine had not had a chance to go through overhaul since the new procedure. The irony is that this new inspection device did not exist at the time the disc was made and would have unequivocally spotted the defect.
Now, here's the sticky part, since UAL had this X-ray machine, and approved for inspection, the NTSB put the blame on UAL for not having inspected the incident engine, even though it was not required to do so until the next major overhaul.
You want more details that never made it to the report, PM me, but don't spout half truths about either airline when people died, very uncool.
First, please read the NTSB report about UAL 232. https://www.ntsb.gov/investigations/...y/AAR9006.html
My dad did the crash investigation out in the corn fields amongst body parts, so this simplistic inappropriate comment has no place in a conversation about a Facebook page that wasn't in existence when this happened.
Second, blamed on maintenance? Uhh...kind of. GE made 2 different fan discs with that SN. One had a hard alpha inclusion in the titanium, manufacturing defect to the uninitiated. It was widely believed that GE destroyed the wrong disc and that the flawed one was put into service. However, there was no proof so the theory never made it into the NTSB final report.
UAL had just started a MX inspection program that would have revealed the flaw, but that particular engine had not had a chance to go through overhaul since the new procedure. The irony is that this new inspection device did not exist at the time the disc was made and would have unequivocally spotted the defect.
Now, here's the sticky part, since UAL had this X-ray machine, and approved for inspection, the NTSB put the blame on UAL for not having inspected the incident engine, even though it was not required to do so until the next major overhaul.
You want more details that never made it to the report, PM me, but don't spout half truths about either airline when people died, very uncool.
08-21-2014, 05:23 AM
#30
Gets Weekends Off
Joined APC: Mar 2006
Position: 737 fo
Posts: 908
Honestly I couldn't care less. The merger was in 2010. It's time to get over it. I expect this kind of "discussion" from some other employee groups. Hell I STILL hear from gate agents about the summer of 2000.... but we should be able to see the forest from the trees here and just move along
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