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Posted: 9/20/2001 12:31:31 PM EDT
[Last Edit: 9/20/2001 12:33:20 PM EDT by Grundsau]
Most of this makes sense. [url]https://www.keepandbeararms.com/information/XcIBViewItem.asp?ID=2474[/url]
Link Posted: 9/20/2001 12:44:16 PM EDT
Bum link?
Link Posted: 9/20/2001 12:57:12 PM EDT
cut and paste the link and take the "s" out of "https://"
Link Posted: 9/20/2001 1:56:13 PM EDT
[Last Edit: 9/20/2001 1:58:41 PM EDT by DonS]
[url]http://www.keepandbeararms.com/information/XcIBViewItem.asp?ID=2474[/url]
Link Posted: 9/20/2001 2:01:23 PM EDT
[Last Edit: 9/20/2001 2:11:51 PM EDT by Willy_]
Pretty good article but there really is no such thing as a "licensed aircraft engineer". And the first guy commenting is a mechanic, not an engineer. The opinions we should seek out on the structural integrity of an aircraft with small penetrations in the outer skin, should come from strength engineers and designers from Boeing and Airbus. I am qualified enough to give an opinion, but that is all it is, an opinion. Everybody has them. Engineering is based on hard facts. If testing has not already been done, we should start it.
Link Posted: 9/21/2001 2:42:00 PM EDT
Thanx for fixing the link. Don't know how that "s" appeared. Typos always seem to happen after I post. [:D]
Link Posted: 9/21/2001 4:46:24 PM EDT
They are correct about the pressurization system. Also, the fuselage is made with multiple seams as rip stop prevention in the event of a catastophic failure or damage. That was clearly seen on the metal fatiqued Aloha 737. The failure followed the seams. This is a non-issue. The cabin pressurization is no a high priority in a hostage situation. The order of priority is AVIATE, NAVIGATE, COMMUNICATE. Cabin pressurization does not effect the ability of the pilot to do any of these. Planerench (Certified Aircraft Airframe and Powerplant Mechanic with Inspection Authoriztion) out
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