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NTSB report reveals what shattered the window of the deadly Southwest flight
It appears that part of an inboard cowl that shattered the window... read more from the New York Times (nypost.com) עוד...Sort type: [Top] [Newest]
Florescent Penetrate Inspection has been used and is still used as the primary MRO inspection process for blades and disks in the LPT section of the engine, only when something like this happens does the OEM or FAA deviate from the FPI process. Penetrant inspection is an AID only to improve a visual inspection process, if not carefully done under controlled application and with clean parts, its adds little to just looking at the part with your eyes. I have spent 50 plus years in Non Destructive Testing of which Penetrate processing is a part of NDT. The bottom line is more frequent inspections using other NDT methods can help this process but they cost time and money something a lot of carriers don't want to spend and the OEM's don't want to admit their engines might need. In this day of mostly 2 engine aircraft, the need to inspect more often is needed.
Very informative post. Wish we had more of them on FA. Thank you Mr. Hardy.
Yes, agreed. The FPI is also conducted during initial manufacturing as well as a plethora of other NDIs (ultrasonic, radiographic, etc.) but companies like SWA need to stay on top of periodic inspection also as the engines are used extensively. When I saw some of the articles about the aftermath of this, I noticed they mentioned SWA was conducting on-the-spot ultrasonic inspection. (Or was it Eddy current?) Was confused regarding why they would not just disassemble the fan blades and perform FPI using Level 4 Sensitivity fluid? Figured that would be a more accurate inspection method for microcracks. But I'm not an FPI technician, I just deal with a lot of OEM source inspection on a daily basis and review the initial certs (primarily for defense industry, not commercial, and not on engine components. More structural stuff.) Level 3 is the highest sensitivity requirement I've seen but after poking around online I discovered there's a level 4 and I wondered if that's what they used for engine blade inspections? Also curious if they have to do pre-pen etch on MRO stuff like they do for initial manufactures...? I could see how it would take engines out of service for a little while which can be a pain for airlines wanting to make as much $ as possible but passengers' lives are worth taking the time to do inspection, as someone who flies on the regular, and frequently on SWA at that.
On another point the story is apparently from the New York Post, not the New York Times.
Good. If it were from the Times, I wouldn't believe it.
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