pylon inspections
11-24-2025 | 11:46 AM
#41
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11-24-2025 | 01:37 PM
#42
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Western Global only operates them internationally. Everywhere. FedEx operates them internationally. Only UPS restricts them to domestic.
So far as a fix, from a maintenance perspective, it may very well come down to an inspection or inspection schedule. Non-destructive techniques from ultrasonic to x-ray are possible, with an inspection schedule on a repetitive basis or a one-time fix may be determined. The same engine is on multiple aircraft; not just the MD11. The inspections or solutions may apply to the engine, airframe, or both.
So far as a fix, from a maintenance perspective, it may very well come down to an inspection or inspection schedule. Non-destructive techniques from ultrasonic to x-ray are possible, with an inspection schedule on a repetitive basis or a one-time fix may be determined. The same engine is on multiple aircraft; not just the MD11. The inspections or solutions may apply to the engine, airframe, or both.
...Effective November 22, Western Global Airlines has placed its MD-11 pilots on furlough due to FAA ground of the MD-11 fleet as a result of the UPS MD-11 crash in SDF. Boeing has indicated that further and more extensive inspections, along with repairs and part replacements, will be necessary, leading to an indefinite grounding of the MD-11 fleet.
11-26-2025 | 06:44 AM
#44
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From: Engines Turn or People Swim
Getting them back in service is a lot more complicated than figuring out how to keep the motors attached. This scenario showed something specific to the MD that may lead to its ultimate demise. That is the fact damage from 1 or 3 can fod out number 2 on rotation. A situation not previously considered. It's a catastrophic situation that cannot be saved as just seen. So the design itself may never be certified for flight again.
Something caused the cracking, and it can be addressed. Might be as simple as shorter inspection intervals and maybe more detailed inspections (NDT).
11-26-2025 | 08:15 AM
#45
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I think the certification goals are to keep the engine on the airframe, and if it does come off, not take the the wing spar with it. After that you're just getting into a lot of hypotheticals. A flock of geese could (and has) had similar results. They didn't decertify all the A320s.
Something caused the cracking, and it can be addressed. Might be as simple as shorter inspection intervals and maybe more detailed inspections (NDT).
Something caused the cracking, and it can be addressed. Might be as simple as shorter inspection intervals and maybe more detailed inspections (NDT).
You lost me with the flock of geese comment. Apples to basketballs.
Engine damage from one engine directly resulting in the loss of another is a big deal. It is clearly not an impossibility and shouldn't be ignored. On rotation, the number 2 is in line with anything potentially coming off 1 and 3, including fire...
Do we know if it was debris causing number 2 to stall? Or perhaps ignited jet fuel? Both? It definitely was not a goose or other external object.
Geese killing 2 engines is just not the same thing.
11-26-2025 | 09:14 AM
#46
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From: U.S. 121 CA
After 54 years I think it’s safe to say that a catastrophic engine event taking out another engine is not a critical design flaw. The geese example is good because it represents an externality so improbable, based on history, that redesigning a fleet of airplanes based on that single event is not warranted
11-26-2025 | 10:10 AM
#47
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After 54 years I think it’s safe to say that a catastrophic engine event taking out another engine is not a critical design flaw. The geese example is good because it represents an externality so improbable, based on history, that redesigning a fleet of airplanes based on that single event is not warranted
Did they just ignore that and call it a one off?
The first one had the design flaw scrutinized and corrected. This one is just all good? Interesting...
11-26-2025 | 11:02 AM
#48
Gets Weekends Off
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From: MD-11 FO
The DC 10 crash comes to mind here. Engine separated in much the same way, but that isnt what killed 100s of people. It was the hydaulic loss causing slats to retract on that wing. A byproduct of the engine seperating.
Did they just ignore that and call it a one off?
The first one had the design flaw scrutinized and corrected. This one is just all good? Interesting...
Did they just ignore that and call it a one off?
The first one had the design flaw scrutinized and corrected. This one is just all good? Interesting...
AA191 was not a design flaw with the DC-10. It was a chain of errors, that if any one of them had been broken, it would have been a different outcome.
11-26-2025 | 11:40 AM
#49
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It wasn't a design flaw in the DC-10. It was an unauthorized maintenance procedure for an engine change, developed by Continental (look up Forklift Joe) and accepted by American. In fact, Douglas cautioned against using that exact procedure. It was also AA's failure to include a stick shaker motor on the First Officer's side (the Captain's stick shaker went when the #1 generator did). It was also AA's training procedure at the time that had them slow to V2. They were at around V2+20. They slowed to V2. The stall speed was raised from 124 kts to 159 kts when the slats on the left wing retracted. V2 was 153. Had they kept the speed they had been flying, they would have flow away.
AA191 was not a design flaw with the DC-10. It was a chain of errors, that if any one of them had been broken, it would have been a different outcome.
AA191 was not a design flaw with the DC-10. It was a chain of errors, that if any one of them had been broken, it would have been a different outcome.
Asymmetric slat retraction seems like a design issue to me. Never said the engine separating was a design flaw.
11-26-2025 | 12:24 PM
#50
Gets Weekends Off
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From: MD-11 FO
Also, did you read the part where I said they would have flown had they kept their current speed?
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