Συντριβή MD-11 της UPS στο Louisville

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gioannis13 said:
25 δευτερόλεπτα ηχούσε καμπανάκι στο cockpit ! ενδιαφέρουσα αποκκάλυψη από την απομαγνητοφώνηση.....

www.wdrb.com

'Repeating bell' sounded in cockpit for 25 seconds before UPS crash in Louisville, NTSB says

Investigators said the "black box" inside the UPS plane that crashed Tuesday in Louisville recorded a "repeating bell" sound for the final 25 seconds of the flight.
www.wdrb.com www.wdrb.com
κλικ για όλη την παράθεση...
Οταν υπαρχει engine separation συνηθως οι πιλοτοι δεν το γνωριζουν αρχικα. Στο πιλοτηριο υπαρχουν πολλες ενδειξεις αλλα επικρατεί το master warning with the bell για fire warning. Μεταξυ των αλλων προβληματων και τις διαρροες στα καυσιμα και τα υδραυλικά υπαρχει αποσυνδεση των καλωδιων που ειναι υπευθυνα για fire warning και πυροσβεση. Το Fight warning computer πιστεύει οτι εχει παρει φωτια ο κινητηρας. Ενας τροπος να υποψιαστουν αμεσως οι πιλότοι οτι υπαρχει separation συνηθως ειναι απο τα fire extinguishing agents που ειναι ενεργοποιημενα χωρις καποιο action απο τους πιλοτους.Αλλιως αργοτερα οταν δουν ολες αυτες τις διαρροες. Πιθανων να τους ενημερωσουν απο τη καμπινα αν εχουν οι επιβατες οπτικη επαφη. Αναλογα το αεροπλανο, πιθανων λογω διαρροών στα υδραυλικα να υπαρχουν και προβληματα με flight controls και controlability of the aircraft.
 
Το Preliminary report !

Preliminary reports suggest that the Federal Aviation Administration has initiated accelerated structural inspections across the MD-11 fleet after the recent accident involving an aircraft at Louisville Muhammad Ali International Airport, also known by its IATA code SDF. According to information circulating among maintenance personnel, early findings indicate the presence of structural cracks in the engine pylon area of additional aircraft of the same model.
The image referenced in these claims appears to show fracture lines marked with measurement tape on part of an MD-11 pylon support structure. While the MD-11 platform has a long operational history, particularly in cargo operations, its engine pylons are subject to significant aerodynamic and thermal loads. These components transfer thrust and vibration from the aircraft’s three engines to the fuselage and therefore require rigorous periodic inspection.
At this stage, aviation authorities have not released an official statement confirming the extent, severity, or fleet-wide implications of the findings. Operators are reportedly cooperating with regulators to identify potential risks, assess required maintenance actions, and determine whether additional aircraft need to be grounded for further inspection.
The MD-11, manufactured by McDonnell Douglas and later supported by Boeing, remains a critical type for global cargo carriers, and any structural finding involving its engine mounts is taken seriously due to the safety impact. Technical teams typically use non-destructive testing methods, such as dye penetrant and ultrasound, to evaluate crack propagation and determine repairability.
Editorial Note:
This information is preliminary and based on unverified reports. Until the FAA or affected operators release an official statement, these findings should be considered unconfirmed. The narrative above contextualizes the situation from an aviation-engineering standpoint without treating the claims as established fact.

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Άρα θα υπάρχει και βίντεο πιθανόν αφού υπάρχουν φωτογραφίες.
 
gioannis13 said:
Το Preliminary report !.
The image referenced in these claims

View attachment 5909
κλικ για όλη την παράθεση...

Αρχική πηγή αυτής της εικόνας; Δεν τη βρίσκω πουθενά αλλού, παρά μόνο σε αναρτήσεις σε σόσιαλ. Το ίδιο και το κείμενο στα αγγλικά.

Επίσης, την Τρίτη το μεσημέρι που ποσταρίστηκε εδώ το κείμενο και η εικόνα, δεν υπήρχε ακόμα το report του NTSB. Συνιστώ περισσότερη προσοχή όταν αναπαράγουμε ισχυρισμούς ανώνυμων σάιτ και σόσιαλ σε τόσο σοβαρά θέματα.
 
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Shocking New NTSB Update on UPS 2976 MD-11F Crash


Boeing Service Letter MD-11-SL-54-104-A, dated February 7, 2011, informed operators of four
previously reported bearing race failures (on three different airplanes) involving P/N S00399-1
spherical bearing assemblies. Specifically, each failure had initiated at the design recess groove on
the interior surface of the bearing race.
Per the Service Letter, the spherical bearing race is normally flush with the outer surface of the lugs
(see figure 4). In the previously reported events, a total circumferential fracture of the bearing race,
resulting in the bearing race splitting into two pieces, allowed for these two pieces to migrate in the
forward and aft directions. The failure of these spherical bearing assemblies was visually identified
by observing the displacement of the fractured bearing race pieces beyond the outer surface of the
lugs. According to the Service Letter, a review of the spherical bearing failure by Boeing determined
it would not result in a safety of flight condition.
The Service Letter stated that, for Boeing MD-11 airplanes, inspection of the spherical bearing
assembly would be included in the general visual inspection (GVI) and detailed visual inspection of
the pylon aft mount, normally at a repetitive 60-month interval. The Service Letter also stated that
the Boeing MD-11 aircraft maintenance manual was updated to include inspection of the spherical
bearing race for evidence of migration, specifically by checking that the spherical bearing is not
protruding forward or aft beyond the surfaces of the pylon aft mount lugs. Lastly, the Service Letter
discussed a new configuration spherical bearing assembly, P/N S00399-523, which eliminated the
design recess groove on the bearing race and recommended its installation in the event an
installed spherical bearing is found to be unserviceable. However, the installation of spherical
bearing assembly P/N S00399-1, to replace an unserviceable bearing, was not prohibited by the
Service Letter


DCA26MA024.aspx

www.ntsb.gov www.ntsb.gov
 
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