Delta Airlines Un-Contained Engine Failures
gears
Delta airlines in the past year has experienced 4 (correct me if i'm wrong)
un -contained engine failures, one of them resulting in the death of a
woman and child. The most recent one (January 27) a Delta Airlines
spokesman said that there was no casulties and that it was being treated as
a "routine incident". Routine for them indeed, but for any airline to
experience this amount of un-contained engine failures, it is very out of
the ordinary. Who overhauls their engines? Didn't they "cutback" some time
ago including removing their engine overhaul facility? All of these
failures were JT-8 engines I believe, unless anyone out there can correct
me or add to this.
A few things that first came to mind was how come the press has not picked
up on this and publicly humilated Delta as it has done for other airlines?
Is it that Delta and CNN are sleeping in the same city? What about the FAA?
Are they also sleeping with Delta also? Or are they just asleep as usual.
Maybe the FAA feels that their job is done because all the paperwork was
in order.
It is amazing how come a company with such a poor safety record can
continue to operate. Must be their name alone keeping them alive, cause it
sure is not the engines on their airplanes.
Mr. Uriah
gears
NTSB Reports regarding Delta Airlines Un-Contained Engine Failures over the
past year.
NTSB Identification: NYC96SA057
Scheduled 14 CFR 121 operation of DELTA AIRLINES
Incident occurred JAN-29-96 at FLUSHING, NY
Aircraft: BOEING 727-232, registration: N413DA
Injuries: 89 Uninjured.
On January 30, 1996, at 1435 eastern standard time, a Boeing 727-232,
N413DA, operated by Delta Airlines as flight 1836, experienced an
uncontained failure on the number one (left pylon) engine during the
takeoff roll at LaGuardia Airport, Flushing, New York. The airplane
received minor damage, and the occupants were not injured. Visual
meteorological conditions prevailed, and the flight which was destined for
Boston, Massachusetts, was operated on an Instrument Flight Rules (IFR)
flight plan under 14 CFR Part 121. Flight 1836 was departing on runway 13,
and had accelerated to about 50 knots, when there was a loss of power in
the engine, and smoke was observed emitting from the engine by the control
tower. The engine was shutdown, and the airplane taxied clear of the
runway. After being checked for fire, and none found, the airplane was
towed to the gate where the passengers were deplaned normally. Examination
of the engine, a Pratt & Whitney JT8D-15, revealed a hole on the top of the
engine cowling in the vicinity of the turbine section. Small dents, and
holes were found on the left side of the vertical stabilizer. The engine
was removed from the airplane and forwarded to an overhaul facility for
further examination. An NTSB engine specialist was scheduled to observe the
teardown.
NTSB Identification: MIA96SA128
Scheduled 14 CFR 121 operation of DELTA AIR LINES, INC.
Incident occurred APR-23-96 at RALEIGH, NC
Aircraft: McDonnell Douglas MD-88, registration: N985DL
Injuries: 37 Uninjured.
On April 23, 1996, about 1959 eastern standard time, a McDonnell-Douglas
MD-88, N985DL, registered to and operated by Delta Air Lines, Inc., as
flight 1593, 14 CFR Part 121 scheduled domestic passenger service from
Washington, D.C. to Atlanta, Georgia, had an uncontained failure of the No.
2 engine while in cruise flight near Raleigh, North Carolina. Visual
meteorological conditions prevailed at the time and an instrument flight
rules flight plan was filed. The aircraft received minor damage and the
airline transport-rated captain, first officer, 3 flight attendants, and 32
passengers were not injured. The flight originated from Washington, D.C.,
the same day, about 1915. The flight crew reported to the operator that
while in cruise flight at 24,000 feet, 80 miles north of Raleigh, they
heard a loud bang in the rear of the aircraft and began to feel vibration
in the aircraft and in the engine power levers. The No. 2 engine was
identified as the source of the vibration and it was shutdown. They
diverted to Raleigh where an uneventful landing was made at about 2027.
NTSB Identification: MIA96SA157
Scheduled 14 CFR 121 operation of DELTA AIR LINES
Incident occurred JUN-13-96 at ATLANTA, GA
Aircraft: McDonnell Douglas MD-88, registration: N919DE
Injuries: 136 Uninjured.
On June 13, 1996, about 1245 eastern daylight time, a McDonnell Douglas
MD-88, N919DE, registered to and operated by Delta Air Lines, Inc., as
flight 161, 14 CFR Part 121 scheduled domestic passenger service from
Atlanta, Georgia to Dallas, Texas, had an uncontained failure of the No. 2
engine during climb to cruise after departing Atlanta. Visual
meteorological conditions prevailed at the time and an instrument flight
rules flight plan was filed. The aircraft sustained minor damage and the
airline transport-rated pilot, first officer, 3 flight attendants, and 131
passengers were not injured. The flight originated from Atlanta, Georgia,
minutes before the incident. The flightcrew reported vibration and loss of
power in the No. 2 engine while climbing through 15, 000 feet after
departure. The engine was shut down and the flight returned to Atlanta
without further incident. Postincident examination of the engine by FAA,
Delta Air Lines, and Pratt and Whitney personnel showed a fan blade on the
first stage of the fan had separated about 1 inch from the root. The blade
exited through the engine cowling at about the 12 o'clock position. The
engine is a Pratt and Whitney JT8D-217, serial No. 726979. The engine and
aircraft have accumulated 7,415 total flight hours and 6,006 cycles since
new.
NTSB Identification: SEA96SA136
Scheduled 14 CFR 121 operation of DELTA AIRLINES, INC
Incident occurred JUN-22-96 at SALT LAKE CITY, UT
Aircraft: Boeing 767, registration: N657DL
Injuries: 150 Uninjured.
On June 22, 1996, at 0754 mountain daylight time, N657DL, a Boeing 757
operating under 14 CFR 121 as Delta Airlines flight 1738, sustained an
uncontained failure of the left engine, a P & W 2037, after landing at Salt
Lake City, Utah. The six crewmembers and 144 passengers were uninjured.
Fire and smoke was observed by air traffic control tower personnel. The
aircraft was not evacuated. The flight crew noted no indication on the
flight deck of an imminent failure prior to landing. The crew heard a loud
bang at the time of the failure. Evidence revealed an engine turbine
failure causing a 2x8 inch hole in the engine case and a small hole in the
engine cowling.
NTSB Identification: DCA96MA068
Scheduled 14 CFR 121 operation of DELTA AIR LINES, INC. (D.B.A. DELTA AIR
LINES)
Accident occurred JUL-06-96 at PENSACOLA, FL
Aircraft: Douglas MD-88, registration: N927DA
Injuries: 2 Fatal, 1 Serious, 2 Minor, 141 Uninjured.
On July 6, 1996, Delta Airlines flight 1288, a MD-88, N927DA experienced an
uncontained failure of the left engine during the beginning of the takeoff
roll. The flightcrew stopped the airplane about 1,400 feet down the takeoff
runway. On board the airplane were 142 passengers and 5 flightcrew members.
Initial examination indicated damage consistent with a fan disk separation.
NTSB Identification: NYC96SA168
Scheduled 14 CFR 121 operation of DELTA AIRLINES
Incident occurred AUG-14-96 at FLUSHING, NY
Aircraft: Boeing 727-232, registration: N533DA
Injuries: 139 Uninjured.
On August 14, 1996, about 1920 eastern daylight time, a Boeing 727-232,
N533DA, operated by Delta Airlines as flight 801, experienced a contained
failure of the number two engine while departing the LaGuardia Airport,
Flushing, New York. The airplane received minor damage, and the occupants
were not injured. Visual meteorological conditions existed and flight 801
was operated on an instrument flight rules flight plan under 14 CFR Part
121. The pilot reported that shortly after takeoff, there was a compressor
stall, followed by a loss of engine power, and an abnormal oil pressure
reading. The engine was shut down and the flight diverted to John F.
Kennedy Airport for a landing. After landing, the flight taxied to the gate
where the passengers deplanned normally through the jetway. Examination of
the engine found that there had been a failure of the turbine blades on the
fourth stage turbine wheel, along with about 50 percent of the fourth stage
stator blades. Debris was reported to have fallen on a residence and struck
a vehicle near the airport.
CNN reports Delta experienced another un-contained engine failure on
January 28, 1997 - Delta describes this as a "routine incident".
Obviously!
t. smith
gears wrote:
>
> Delta airlines in the past year has experienced 4 (correct me if i'm wrong)
> un -contained engine failures, one of them resulting in the death of a
> woman and child. The most recent one (January 27) a Delta Airlines
> spokesman said that there was no casulties and that it was being treated as
> in order.
>
> It is amazing how come a company with such a poor safety record can
> continue to operate. Must be their name alone keeping them alive, cause it
> sure is not the engines on their airplanes.
I recall that Delta was regarded as "The Company" you wanted to get
hired by. One of our instructors was an ex-Delta mechanic, and he still
had 'connections.' He recommended only one of our classmates for a job
at Delta, and the guy did get hired in Boston as an R/E Mechanic. We
were in awe, of course.
Years later, Delta abandoned their implicit 'no layoff' policies and
they started to oursource all kinds of stuff. As I understand it now,
few mechanics are being hired and much work is going to the 'el-cheapo'
contractors that underbid for market penetration, and make up for the
paltry contract price by paying their employeess 'squat' and giving few
benefits,and the other ways: less on-the-job safety equipment, less
infrastructure ( engineering support ), etc...Now in the mechanic world,
Delta is regarded more like a garbage company than the old grandeur it
used to have.
Not that a lot of guys wouldn't take jobs with them...of course they
would, for the flying benefits ! But the Delta of old seems to have
disappeared.
Who is overhauling their engines ? Did they contract out the JT8s?
Are they screwing them up themselves ? Bad parts ?
-thomas--
--
=====================================
mailto:trs...@prado.com
gears
RD Rick
In <01bc0dc8$0bef8c80$479189cc@don> "gears" <ge...@netrunner.net>
writes:
>Delta airlines in the past year has experienced 4 (correct me if i'm
wrong)
>un -contained engine failures, one of them resulting in the death of a
>woman and child. The most recent one (January 27) a Delta Airlines
>spokesman said that there was no casulties and that it was being
>a "routine incident". Routine for them indeed, but for any airline to
>experience this amount of un-contained engine failures, it is very out
of>the ordinary. Who overhauls their engines? Didn't they "cutback"
some time
>ago including removing their engine overhaul facility? All of these
>failures were JT-8 engines I believe, unless anyone out there can
correct>me or add to this.
>A few things that first came to mind was how come the press has not
picked>up on this and publicly humilated Delta as it has done for other
airlines?
>Is it that Delta and CNN are sleeping in the same city? What about the
FAA?> Are they also sleeping with Delta also? Or are they just asleep
as usual.
was>in order.
>It is amazing how come a company with such a poor safety record can
>continue to operate. Must be their name alone keeping them alive,
cause it>sure is not the engines on their airplanes.
Just trying to scare me, aren't you? I'm taking a DL 757 tonight.
To my friends(?) re-TW800, I will be offline until Sat., so don't gloat
over silencing me - just yet.
RD
gears
January 28, 1997 - Delta describes this as a "routine incident".
Obviously!
Juris87479
This Gears guy is a jerk. American has had several disk failures on their
MD-83's and 82's in the last year. A Boeing 767 does not have JTD-8
engines. It has hi-bypass engines. he must work for Valujet. The airline
that doesn't sell tickets but sells chances. The official airline of the
Florida Gators.
Juris87479
The Pensacola incident was caused by a disk with metal fatigue - a
counterfeit part. It wasn't caused by Delta's maintainence.
Jaycey
In article <01bc0dc8$0bef8c80$479189cc@don>, "gears" <ge...@netrunner.net> says:
>>It is amazing how come a company with such a poor safety record can
>continue to operate. Must be their name alone keeping them alive, cause it
>sure is not the engines on their airplanes.
>
WHO ARE YOU??
You are soooo ignorant!!!!
*-*-*-*-*
Anonymous
In article <32EFA58C...@prado.com>, "t. smith"
<trs...@prado.com> wrote:
> I recall that Delta was regarded as "The Company" you wanted to get
> hired by...
> Years later, Delta abandoned their implicit 'no layoff' policies and
> they started to oursource all kinds of stuff...
> and much work is going to the 'el-cheapo' contractors that underbid
> for market penetration,...
> Now in the mechanic world, Delta is regarded more like a garbage
> company than the old grandeur it used to have.
Outsourcing of work to cheap, non-union shops is just one of the
responses of employers to equal employment opportunity, that is,
just one of the self-correcting forces of the marketplace which
are downwardly equalizing everyone's wage to the perceived value
of the least preferred job candidate within job category.
The other self-correcting forces of the labor market are:
wage erosion by inflation,
wage concessions,
downsizings,
mergers and acquisitions,
the relocation of operations to low-wage states,
the rush to automation,
the push to be the industry's low-cost producer,
globalization and the exportation of jobs,
unpaid overtime,
the utilization of immigrant,temporary, and part-time workers,
conversion of workers to independent contractors,
the elimination of benefits,
the elimination of the 35 hour workweek, and more.
For more information and a more detail discussion, please see the
Treatise on the Downward Wage Equalizing Effects of Equal Employment
Opportunity which is available at
http://www.geocities.com/CapitolHill/3982/
National Aero Safety
Anonymous wrote:
>
> In article <32EFA58C...@prado.com>, "t. smith"
> <trs...@prado.com> wrote:
>
> > I recall that Delta was regarded as "The Company" you wanted to get
> > hired by...
>
> > Years later, Delta abandoned their implicit 'no layoff' policies and
> > they started to oursource all kinds of stuff...
> > and much work is going to the 'el-cheapo' contractors that underbid
> > for market penetration,...
>
> > Now in the mechanic world, Delta is regarded more like a garbage
> > company than the old grandeur it used to have.
>
> Outsourcing of work to cheap, non-union shops is just one of the
> responses of employers to equal employment opportunity, that is,
> just one of the self-correcting forces of the marketplace which
> are downwardly equalizing everyone's wage to the perceived value
> of the least preferred job candidate within job category.
>
BLAH, BLAH, BLAH, ETC, ETC.
> For more information and a more detail discussion, please see the
> Treatise on the Downward Wage Equalizing Effects of Equal Employment
> Opportunity which is available at
> http://www.GovtStooge.com/CapitolHill/I AM YELLOW/
***********************************************************************
To Anonymous,
While I may not always agree with TR Smith opinions, he certainly is
credable! Anyone who makes a hand grenade posting and then shows
his/hers organization and e-mail as anonymous, has no credability
whatsoever!
Regarding Delta Airlines, they still have their own engine shops which
are "Union Shop" operations. The aircraft shown in the posted NTSB
notices on engine failures previously, utilize at least three distinctly
different aero engines. Please note that a JT-8D engine found on a
727-200 or a 737-100 is not the same as a JT-8-200 engine which is found
on an MD-82/88 aircraft. The other engine mentioned was a high bypass
turbo-fan type engine. Failures of several different type engines from
the same repair facility may indicate a quality control issue. It may
also be an incredable coincidence, or maybe not.
To start a thread about a particular Airline's engine failures, and then
bastardize it into a Collective Bargaining Forium is way off subject! I
applaud people who have something to say, or add, regarding a real
issue, to which Delta's Engine Failures are. I also applaud people like
Mr. Smith, who while a bit biased, does have the stones to give his real
name regardless of the content of his postings.
So, Mr. or Ms Anonymous, why not post your gratuitous socialist drivel
in another news group such as alt.x-files or alt.invisable.cowards.
Ralph D. Livingston
ps: Engines aren't the only problems that Delta has regarding their
maintenance history in recent years. As a former Gold Medalian Frequent
Flyer with Delta, I don't fly with them any longer, Thank You!
Rev. I. A. Stuart
In a rare moment of lucidity, <19970202014...@ladder01.news.ao
l.com>, Juris87479 <juris...@aol.com> spewed forth...
>The Pensacola incident was caused by a disk with metal fatigue - a
>counterfeit part. It wasn't caused by Delta's maintainence.
So who bought and fitted the bogus part ?
And weren't they suspicious that "Bob Auto Salvage and Aviation Bits"
just happened to have the right bit available for $2.99 ??
--
Big-Iain Stuart
lpr...@aol.com
In article <19970202014...@ladder01.news.aol.com>,
juris...@aol.com (Juris87479) writes:
>The Pensacola incident was caused by a disk with metal fatigue - a
>counterfeit part. It wasn't caused by Delta's maintainence.
Then explain the sequence of events, including the oil leakage in the
'bullet' that was discovered on preflight by the pilots and the subsequent
failure of the disk and hub.
Counterfeit part, eh? Hmmm... Sounds like a maintenance records problem.
lpr...@aol.com
>This Gears guy is a jerk. American has had several disk failures on
their
>MD-83's and 82's in the last year.
This thread doesn't say 'American Airlines ....' What's your point?
>A Boeing 767 does not have JTD-8 engines. It has hi-bypass engines.
^^^^^^^?
Yes, PW 2000-series engines. Again, the thread does not say 'Un-Contained
JT8D's', which is the correct designation, BTW.
>he must work for Valujet. The airline that doesn't sell tickets but
sells chances.
Then why is everyone trying to jump on the ticketless bandwagon? Including
Delta? Simple, because it costs about 30% less to process information
without the ticket stubs than with them. Savings that reduces the cost and
price of the ticket itself.
>The official airline of the Florida Gators.
I don't remember seeing an ad for this. If it is your idea of a joke, this
one is so old, you may have just returned from Siberia to have just
noticed it.
Lloyd
Damon W. Edmondson
Juris87479 wrote:
>
> This Gears guy is a jerk. American has had several disk failures on their
> engines. It has hi-bypass engines. he must work for Valujet. The airline
> that doesn't sell tickets but sells chances. The official airline of the
> Florida Gators.
I can only say that people like you are contributing to the downfall of
our society.
Respect those who died in a terrible accident and the friends and family
they left behind. Not make light of it.
Damon
honeste vivere
Frank Vaughan / Spectre Gunner
It was a dark and stormy night in alt.disasters.aviation when
Ralph <nat...@wwisp.com> uttered these fateful words:
> Please note that a JT-8D engine found on a
> 727-200 or a 737-100 is not the same as a JT-8-200 engine which is found
> on an MD-82/88 aircraft.
Ralph:
I'm not very familiar with engine specifics, so I would
appreciate some enlightenment.
When I look at the two engine numbers, JT-8D and JT-8-200, I
could easily assume that they would be part of the same family of
engines. Is this not correct? Are they related, or totally
different engines?
~~~~~~~~~~~~~~~~~
Frank Vaughan (Spectre Gunner)
Vietnam Veteran -- AC-130 Gunships
Journalist
Freelance writer
Frequent flyer
Former Postal worker
Flame at your own risk (for the humor impaired, that was a joke)
Trevor Fenn
Well the original author of this post may well be ignorant but if you are
going to make such accusations shouldn't you enlighten us to your own
qualifications and expertese in the relevent fields?
Trevor Fenn
James Landrum
>Damon
>honeste vivere
As one of those who was *left behind*, I can honestly state that I
find nothing disrespectful in the post you quoted. Quite obviously,
his remarks were directed toward the airline, not the friends or
families of those who died. ValuJet will be subject to further
derision and mockery in the months and years to come. Get used to it.
If I find anything offensive, it is that you would pretend to speak
for the families and friends of those who died. ValuJet is not a
victim here. Your use of the word *accident* is also suspect as it
implies without fault or negligence.
So defend ValuJet if you must, but don't pretend to speak for me.
And in the mean time, why don't you find out the answer to the
question I posed to you and other ValuJet defenders many months ago:
What possible reason could ValuJet have had for ordering those useless
oxygen generators shipped back to Atlanta?
James
lpr...@aol.com
In article <5d5cd0$f...@library.airnews.net>, nee...@airmail.net (James
Landrum) writes:
>So defend ValuJet if you must, but don't pretend to speak for me.
>And in the mean time, why don't you find out the answer to the
>question I posed to you and other ValuJet defenders many months ago:
>
>What possible reason could ValuJet have had for ordering those useless
>oxygen generators shipped back to Atlanta?
James,
Regardless of whether Damon knows the answer or not, he could discuss it
here since he is not the spokesperson for the Company. Further, commenting
a pending case is not something even a spokesperson can do. But you
already know that...
Lloyd
James Landrum
Typical VJBS.
Silly me, I just thought that after nearly nine months *someone* in
your company would have had their conscience begin to bother them.
James
gears
American Airlines in comparison experienced 2 in the last 13 months, on
different fleet type aircraft, which are listed below:
NTSB Identification: FTW97IA045
Scheduled 14 CFR 121 operation of AMERICAN AIRLINES
Incident occurred NOV-23-96 at DFW AIRPORT, TX
Aircraft: McDonnell Douglas DC-9-82, registration: N3507A
Injuries: 1 Minor, 119 Uninjured.
On November 23, 1996, at 1622 central standard time, an American Airlines
flight 1447, a DC-9-82, N3507A, experienced an uncontained engine failure
during takeoff roll at DFW Airport, Texas. The 5 crew members and 114 of
the passengers were not injured; however, one passenger sustained minor
injuries. The aircraft was being operated as a scheduled international
passenger flight under the provisions of Title 14 CFR Part 121. Visual
meteorological conditions existed at the time, and an instrument flight
plan was on file. The flight was departing DFW Airport, Texas, with a
destination of Acapulco, Mexico. According to the operator, the pilots
reported that during the takeoff roll, they heard a loud bang. The pilots
aborted the takeoff and exited the runway onto a high speed taxiway. The
passengers were evacuated out the aft tail slide and over the right wing
after the aircraft came to a stop. Initial examination of the left engine
revealed that the turbine blades had separated from the number 4 turbine
disk and some of the blades penetrated the engine case creating an 8 inch
by 3 inch hole.
NTSB Identification: NYC96SA056
Scheduled 14 CFR 121 operation of AMERICAN AIRLINES
Incident occurred JAN-24-96 at PHILADELPHIA, PA
Aircraft: AIRBUS INDUSTRIES A300-600, registration: N59081
Injuries: 269 Uninjured.
On January 24, 1996, about 0800 eastern standard time, an Airbus Industries
A300-600, N59081, operated by American Airlines as flight 1425, experienced
an uncontained failure of the number one (left) engine, after departure
from the Philadelphia International Airport, Philadelphia, Pennsylvania.
The airplane received minor damage, and the occupants were not injured.
Visual meteorological conditions prevailed, and the flight which was
destined for San Juan, Puerto Rico, was operated on an Instrument Flight
Rules (IFR) flight under 14 CFR Part 121. While passing through 1000 feet,
the flight crew heard a loud bang, and detected a vibration from the
engine. Power was reduced to idle, and the flight returned for landing.
After landing, the engine was shutdown, after which the airplane taxied to
the gate, and the passengers deplanned normally. Examination of the engine,
a General Electric CF6-80C2, revealed a 5 inch by 13 inch hole in the
vicinity of the low pressure turbine, at the 3 O'Clock position, when
viewed from aft to forward. Small dents, nicks, and holes were found on the
inboard wing flap, and the leading edge of the left horizontal stabilizer.
The engine was removed from the airplane and forwarded to an overhaul
facility, where the teardown was observed by an NTSB engine specialist.
lpr...@aol.com wrote in article
<19970202233...@ladder01.news.aol.com>...
> In article <19970202014...@ladder01.news.aol.com>,
> juris...@aol.com (Juris87479) writes:
>
> >This Gears guy is a jerk. American has had several disk failures on
> their
> >MD-83's and 82's in the last year.
>
> This thread doesn't say 'American Airlines ....' What's your point?
>
> >A Boeing 767 does not have JTD-8 engines. It has hi-bypass engines.
> ^^^^^^^?
>
> Yes, PW 2000-series engines. Again, the thread does not say 'Un-Contained
> JT8D's', which is the correct designation, BTW.
>
> >he must work for Valujet. The airline that doesn't sell tickets but
> sells chances.
>
> Then why is everyone trying to jump on the ticketless bandwagon?
Including
> Delta? Simple, because it costs about 30% less to process information
> without the ticket stubs than with them. Savings that reduces the cost
and
> price of the ticket itself.
>
> >The official airline of the Florida Gators.
>
lpr...@aol.com
In article <32f8f938...@news.indigo.ie>, si...@indigo.ie (Simon
Grant) writes:
>Its cheaper to ensure that it doesn't go wrong.
>
>IT IS NOT CHEAPER TO LEAVE PLANES UNMAINTAINED.
>
>Simple as that.
Which has been my point. Thanks. I guess I've been using rocket science to
explain what should be obvious.
LLoyd
gears
Simon Grant <si...@indigo.ie> wrote in article
<32f8f938...@news.indigo.ie>...
> This stuff is just a joke.
>
> America, like the rest of the developed word is totally capatilist.
> It is this profit motive that ensures the safety of air travel. We're
> not talking a bus breaking down, we're talking a multi-million dollar
> airplane which when it goes wrong, shags the airlines operations for
> the rest of the day out of that airport, gets a load of bad press for
> the airline, and dumps them in red tape.
>
> Its cheaper to ensure that it doesn't go wrong.
>
> IT IS NOT CHEAPER TO LEAVE PLANES UNMAINTAINED.
>
> Simple as that.
>
>
> Best regards,
>
> Simon Grant
> si...@indigo.ie
>
You are 100% correct.
I wonder why poor maintenance pratices exist throughout all airlines.
Seems like they would have realized that by now. Also seems that the rule
for the 90's has been cutback, downsize, perform less maintenance than more
on an aging fleet types, cost cut, hire cheaper labor......sounds like the
US has moved a few steps backward.............it's a shame when you know
they can do better, except that it cost too much.
Bob Noel
In article <01bc132e$54334200$3de5a4cd@don>, "gears" <ge...@netrunner.net>
wrote:
[snip]
> I wonder why poor maintenance pratices exist throughout all airlines.
> Seems like they would have realized that by now.
you forget that management has some control over the maintenance.
Anyone out there that knows any company whose management isn't
the subject of any Dilbert cartoon?
nuff said.
Bob
(I think people can figure out how to email me...)
Shaftus Maximus
Anonymous <why...@mailmasher.com> wrote:
>In article <32EFA58C...@prado.com>, "t. smith"
><trs...@prado.com> wrote:
>> I recall that Delta was regarded as "The Company" you wanted to get
>> hired by...
>> Years later, Delta abandoned their implicit 'no layoff' policies and
>> they started to oursource all kinds of stuff...
>> and much work is going to the 'el-cheapo' contractors that underbid
>> for market penetration,...
>> Now in the mechanic world, Delta is regarded more like a garbage
>> company than the old grandeur it used to have.
>Outsourcing of work to cheap, non-union shops is just one of the
>responses of employers to equal employment opportunity, that is,
>just one of the self-correcting forces of the marketplace which
>are downwardly equalizing everyone's wage to the perceived value
>of the least preferred job candidate within job category.
>The other self-correcting forces of the labor market are:
> wage erosion by inflation,
> wage concessions,
> downsizings,
> mergers and acquisitions,
> the relocation of operations to low-wage states,
> the rush to automation,
> the push to be the industry's low-cost producer,
> globalization and the exportation of jobs,
> unpaid overtime,
> the utilization of immigrant,temporary, and part-time workers,
> conversion of workers to independent contractors,
> the elimination of benefits,
> the elimination of the 35 hour workweek, and more.
>For more information and a more detail discussion, please see the
>Treatise on the Downward Wage Equalizing Effects of Equal Employment
>Opportunity which is available at
>http://www.geocities.com/CapitolHill/3982/
uhh... where you will find NAZI propoganda, of all things .
sfb=shit-for-brains
J R Cooper
I think these things are governed by management, and one of the latest
fads in management is that you don't have to know anything about the
business you are in to manage it successfully. I suspect this fad is
necessarily self-limiting, as the following example illustrates.
An Ansett engineer told me that they used to retread tyres 6 times but
that the rules allowed up to 8 times. New management directed that
retreading should be done eight times, so they started doing this, and
then a jet blew a tyre on take off at Adelaide with all the attendant
juicy publicity, and now they are back to 6 times....
Seems like some people have to learn why certain procedures exist by
reinventing the wheel every now and then. Sometimes this costs lives.
Coop