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6/17/2025, 1:32:32 AM
>>2044757
>Fuel contamination is unlikely to strike both engines at the same exact time
British Airways Flight 38 is a clear one (and in fact extremely similar results despite the vastly different conditions), but other fueling issue commonly occur such as titan airways in 2020 and their retarded maintenance guy which demonstrate varying degrees of failure. However, it doesn't even look like they failed at the same time - rotation looks nowhere near normal and they used up a shitton of the runway - indicating failures or degradation in the high-speed regime or after v1.
>Barnett
Picrel is what he was referring to - shavings under the floor panels. Obviously it's non-conforming but there are issues with this as a whole:
1. Issue was isolated to the Charleston plant, while VT-ANB was built in the Everett factory.
2. Same argument as your dual engine fuel statement, what are the odds that two metal shavings penetrated 2+ control wires at the same time? And we're not talking optical fibres, this is insulated, shielded wiring.
3. Literally has never happened before, even on one engine or control line. To have the first case lead to a complete loss of four IDGs is laughable.
4. Barnett himself was a QC manager who understood what looked good and what didn't, understood the specs and plans, but had no actual clue what would happen if they weren't followed. You could for instance completely fuck up both the PFDs and nothing will happen - there are enough standby instruments for safe operation - but wire the flap lever wrong and the plane will go into the grass on its first takeoff.
I'm not saying it's fuel 100%, but it sure as hell isn't metal shavings.
>Fuel contamination is unlikely to strike both engines at the same exact time
British Airways Flight 38 is a clear one (and in fact extremely similar results despite the vastly different conditions), but other fueling issue commonly occur such as titan airways in 2020 and their retarded maintenance guy which demonstrate varying degrees of failure. However, it doesn't even look like they failed at the same time - rotation looks nowhere near normal and they used up a shitton of the runway - indicating failures or degradation in the high-speed regime or after v1.
>Barnett
Picrel is what he was referring to - shavings under the floor panels. Obviously it's non-conforming but there are issues with this as a whole:
1. Issue was isolated to the Charleston plant, while VT-ANB was built in the Everett factory.
2. Same argument as your dual engine fuel statement, what are the odds that two metal shavings penetrated 2+ control wires at the same time? And we're not talking optical fibres, this is insulated, shielded wiring.
3. Literally has never happened before, even on one engine or control line. To have the first case lead to a complete loss of four IDGs is laughable.
4. Barnett himself was a QC manager who understood what looked good and what didn't, understood the specs and plans, but had no actual clue what would happen if they weren't followed. You could for instance completely fuck up both the PFDs and nothing will happen - there are enough standby instruments for safe operation - but wire the flap lever wrong and the plane will go into the grass on its first takeoff.
I'm not saying it's fuel 100%, but it sure as hell isn't metal shavings.
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