leading edge flaps

"John R Weiss" wrote in message

snip
If this is the case, the AOA at which the slats start to
deploy, and the rate at which they deploy, would likely be adjusted in the
design phase.

This is really good stuff, Weiss.

"John Mullen" wrote in message
...

snip
But hey - they saved a *lot* of time changing the engines that way.

(Wonder if JT was involved in that idea?)

The airline improvised their own way of completing a Douglas service
bulletin. It is a fact that the cause of the engine departure was some
dumbass mechanics ignoring Engineering.

The irony of your post is humorous, Mullen.

"Gord Beaman" wrote in message
...

snip
Apparently the chances of a wing engine failure plus an
asymmetric slat condition plus the left DC bus failure PLUS a
slat asym. warning failure was a pretty remote possibility.

Unless the Airline's mechanics ignore the Manufacturer's engineering, then
it is a certainty.

"Gord Beaman" wrote in message
...

snip
Yes indeed, but then almost every aircraft accident is caused by
a string of problems, sometimes connected (as these were)
sometimes not.

Death is often the result, when mechanics shun engineering.

The irony of this branch of the thread is wonderful.

"B2431" wrote in message
...
From: (Frank Hitlaw)

snip

Dan, Tarver lost me with the fixed spoiler,what purpose would it
serve on an aircraft.It would be pretty silly to have a spoiler fixed
stowed or deployed. Then again you have to consider the source of this
information.I am still looking for section 40 on Boeing aircraft.

It's somewhere between the third and sixth cocktail.

Why would either of you have a clue how an airplane is constructed?

Do you see the irony of your posts?

"B2431" wrote in message
...
From: "Tarver Engineering"


And isn't it so much nicer to have a civil professional discussion?



Yes, real civil, tarver, without you.

More so than you deserve, little troll.