If that is the cruciform I think it is, 2 teams of 2 could remove fasteners and the cruciform for inspection and reassble in 2 days. Easily could be done while other service work is getting performed.
Fuel tanks are still commonly inspected by having some poor sap squeeze through an access...
Once you start work hardening that aluminum with repeated abuse, it's crack city and I'd definitely call it weak, especially around poorly chamferred bolt/rivet holes. Not that it really matters in this case.
Basically. Only thing not known yet is would the wing have failed in an undamaged state, or was there previous damage or manufacturing/repair issues that lead to the hard landing being even worse. The gear bottoming out hard yet still being functional and at the correct nitrogen charge is a bit...
The slot is a section of cruciform plate.
TSB's images do state the exact sequence of events has not been determined yet, so I don't think they're off on the wrong foot missing the obvious reasons.
Poor maintenance practices will also likely be brought up. Zinc phosphate rattle can on and around fasteners only means corrosion and repairs in the area.
I stand corrected. It's a minimum of 500ft to any person, vessel, building, vehicle, etc. It's a DoD/FAA agreement mostly aimed at high speed military training routes for the Air Force; the USMC, Army, and Coast Guard have been instructed to follow the DoD policy for all training flights per...
TSB has released the prelim, though their web page is currently experiencing 403 errors. Photos of the landing gear are floating around snd the fractured area is at a known failure point.
Sinkrate warnings sounded 2.6sec prior to impact. Airspeed was decreasing quickly. N1 speed was 43% and...
It may differ from the Army, but part of the FAA's concession with allowing military air traffic through under visual separation rules was to ALWAYS maintain 1500ft minimum separation from all civilian traffic.
So it wasn't all just a free for all, but doesn't seem the Army had similar...
I think we'll find out ATC had become complacent with the CAs due to how often they occured with no incidents. Just another day in the office with PAT crossing under and dangerously close to airliners. The system had probably become an annoyance to them. Did not help that ATC was understaffed at...
ATC may have told them to cross behind, but ATC never confirmed they received and understood instructions.
Had they heard to pass behind, or had they just been at the correct altitude, there would have been zero need for them to "hold" or slow anymore than the typical hugging the east bank...
What they were thinking is likely all going to be speculation, so I doubt much will be said on that subject officially.
The crew chief and IP had 22 years combined in the military with multiple combat and deployment metals.
The PIC was Army National Guard, never deployed, only received...
It is quite possible. There's an AD on corrosion at the PCU ball end for the elevator, and AD on structural cracks on wing elements that are being cracked down on recently I am hearing.
I'm more on the fabricstion side. Never completed my schooling for engineering or my A&P cert. Less stressful welding, machining, and casting for aero, petrochemical, and plastics/rubber industries in job shops. Made some friends on the maintenance side I keep in contact with. Almost went back...
Been hearing lots of grumbling over a new AD calling for strict adherence to maintenance and inspection, mostly centered around critical fatigue crack inspections around the over wing emergency exit door frame, wing box, flaps, wing skin, and MLG.
Affects all active CRJ's.
They could have held their transition from route 1 to route 4 much wider to increase separation distance especially since they are to pass behind and give themselves more distance to slow slightly, scan more, and ensure passing behind a crossing aircraft, as is standard. Even though they stepped...
