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Future Airline Disaster

i just hope that there will be no air crashes of AA FLT 191 or any for that matter.
 
PITMTC said:
No where in my post did I say they did a good job nor did I while YOU were ranting about how bad a job they did back at our board.
My point is exactly what you have proven (Thank you very very very much). There are some who are just sitting around waiting for an opprotunity to gloat. Waiting for the moment to say "I told you so".
Don't let the facts get in your way!
As always you jump right in to stick your foot in your mouth.
God bless the employees of NW. They are in a very difficult situation. May they focus their attention on improving their outcome and not waiting for someone or some group to do it for them.
Hating a group of replacement workers or management (as 700UW does) with all their hearts will not correct anything.
Good luck.
Click to expand...
No one on the AMFA side is "gloating" about the increased possibility of an accident. We are WARNING YOU. I willl never set foot on any scab maintained overseas outsourced aircraft, I'd rather walk. None of my friends or family will get on a NWA aircraft either, its just not safe. NWA management along with the scabs has told the press and anyone that will listen that NWA operations are "flawless" and the mechanics who helped build NWA are not needed. This while Dougie Stealland lines his pockets with millions off the backs of the workers he screwed and the airline he has run into the ground, NWA is the last in just about every catagory.

I sincerely hope nothing happens, but if it does your damn right I'll be the first to say I told you so!!!! 😉
 
FWAAA said:
For a variety of reasons, I don't fly airlines that are experiencing labor troubles, especially mechanics strikes/lockouts.

Yeah, it's happened before, and it will happen again. Maybe via the scab labor at NW and maybe the nonscabs at another airline.

AA management and labor teamed up to bring us Flight 191. Far as I know, that didn't occur during any labor disputes at AA.

But to post a picture of a burned-out bus and proclaim that it was maintained using the same mentality as that held by NW management toward its airplanes? That deserved some comment.
Click to expand...
The SCABS in MCO put 2 Qts. of SKYDROL in EACH engine earlier this week. OPS!!!!!
 
FWAAA said:
:down:

For comparison sake, here's an airplane that was maintained by union labor at American Airlines, not scab labor at NW:

Not AA's Finest Hour

Maybe we'll see a NW airplane burned to a crisp as a direct result of its maintenance practices; looks like AA beat NW to the punch by at least 26 years. 🙁
Click to expand...

Your posting is the biggest bullshit posting I have seen on this forum.

AA and AA mechanics were just following an approved[or at least not disapproved] procedure of engine installation by McDonnell Douglas.For obvious reasons,installing the engine and pylon together as 1 unit was not a good idea and it was changed after the crash and still remains to this day.The pylon installation is completed first then the engine is attached to the pylon.
In case you might be interested in facts,The DC-10's were grounded temporarily after this crash and several other carriers found cracked engine mounts on their DC-10'S.

The are people on this forum who know the truth and can seperate out the bullshit.
 
Well local that isn't exactly the answer I was looking for. I would like to say that the first night we serviced some aircraft engines with skydrol also. That was when we discovered that the JET MOBILE II oil servicing units had been filled with skydrol. I am sure you know that this is absolutely impossible to have happened by accident or by someone having their head up their asses
 
PTO I highly doubt that scenario transpired as you describe, but even if it did are you guys so stupid you can't tell the difference between skydrol and engine oil?
 
goingboeing said:
Your posting is the biggest bullshit posting I have seen on this forum.

AA and AA mechanics were just following an approved[or at least not disapproved] procedure of engine installation by McDonnell Douglas.For obvious reasons,installing the engine and pylon together as 1 unit was not a good idea and it was changed after the crash and still remains to this day.The pylon installation is completed first then the engine is attached to the pylon.
In case you might be interested in facts,The DC-10's were grounded temporarily after this crash and several other carriers found cracked engine mounts on their DC-10'S.

The are people on this forum who know the truth and can seperate out the bullshit.
Click to expand...

And you can't even get your facts straight. B)

It was engine removal that caused the cracks, not engine installation.
 
FWAAA, contact your Wall Street hero "forklift" Joe Leonard over at Airtran(Valujet) maybe he can fill you in on all the details about engine-pylon removal-installation that led to the AA flight 191 disaster. He should know all about it, because he said it was OK.

The original intent of this post was to show what happens when you ignore or skimp on maintaining your equipment as Northwest is doing at this moment in time, not past engineering mistakes. If you want to fly on a ill maintained aircraft,then go right ahead and fly Northwest. Hope you have life insurance, because you might just need it. When the lawn dart falls from the sky, PTO and OPUS will be no where to be found. They will be scabbing down the road somewhere else, because they could care less if anyone dies.
 
PRINCESS KIDAGAKASH said:
This bus was maintained by the same mentality that Northwest Airlines management has toward aircraft maintenance. Will we see a Northwest Jet burned to a crisp like this bus,because Northwest threw safety out the window all in the name of cheap labor?
Click to expand...


DAMN !! Comparing a bus explosion to the Current NW Mtc is a little harsh isn't it?
 
FWAAA said:
And you can't even get your facts straight. B)

It was engine removal that caused the cracks, not engine installation.
Click to expand...

You need to get your facts straight before you sling more bullshit on this thread.
NTSB-AAR-79-17 [1979] makes it clear that the damage to the pylons could occur during Removal or RE- INSTALLATION. You should read the official document before making untrue statements about AA and AA mechanics.They were following a procedure approved by AA Engineering although it was not the method recommended by MD.CAL was also using a similar procedure.This is an example of a shortcut method by AA Engineering having dire consequenses.
It is obvious that the current removal procedure is opposite the installation procedure.
 
how come they were removing the engine/pylon unit together instead of taking it all apart and then removing it?
 
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