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Printed page label not indexed. PDF page 40.
separation redirected itself circumferentially, produced a flap, and resulted in a_ controlled decompression. Similar results were obtained when the guillotine test was oriented circumferentially. ‘4g geing's definition for "economic service life" requires the airplaneOpen official document at PDF page 40NTSB AAR-89/03: Aloha Airlines flight 243, N73711
Printed page label not indexed. PDF page 43.
through fuel- leakage, and fuselage minimum gage skin that annunciates a failure by controlled decompression through flapping. Other manufacturers include fuselage skin in their structural inspection requirements. Aloha Airlines had incorporated the SSIP into the maintOpen official document at PDF page 43NTSB AAR-89/03: Aloha Airlines flight 243, N73711
Printed page 50. PDF page 56.
combination of both) existed in the lap joint at S-10L to negate the design-intended controlled decompression of the structure.Open official document at PDF page 56NTSB AAR-89/03: Aloha Airlines flight 243, N73711
Printed page 68. PDF page 74.
enough undetected (but technically detectable) damage along a rivet line to negate the controlled decompression mechanism. The Safety Board recommends that the classification of fuselage minimum gage skin as damage obvious be discontinued and the affected SSIPs be revisedOpen official document at PDF page 74NTSB AAR-89/03: Aloha Airlines flight 243, N73711
Printed page 73. PDF page 79.
design which was classified as "damage obvious" or "malfunction evident" because of the controlled decompression scenario. The aviation industry premise that airplanes can be operated in a safe airworthiness condition indefinitely is sound only if operators have an effectiOpen official document at PDF page 79NTSB AAR-89/03: Aloha Airlines flight 243, N73711
Printed page label not indexed. PDF page 254.
concern.. | It was believed that cracking in the aft pressure bulkhead would lead to a controlled decompression failure mode. This, however, did not appear to happen. Subsequent crack growth and residual strength tests on B-747 and B-767 aft pressureOpen official document at PDF page 254NTSB AAR-89/03: Aloha Airlines flight 243, N73711