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Printed page 129. PDF page 140.
in 1978, and it is estimated that the fatigue cracks having not be found in the later maintenance inspection is contributive to their propagation leading to the rupture of the said bulkhead. - 129-Open official document at PDF page 140AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page 43. PDF page 45.
VMO/MMO are quite severe for the operation of the aircraft, and may require a thorough maintenance inspection; The certification criteria stipulate that overspeeds should be indicated by a red ECAM message associated with a continuous repetitive chime (CRC)Open official document at PDF page 45Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447
Printed page label not indexed. PDF page 5.
following the Accident at Osaka International Airport in 1978 as well as operations and maintenance/inspection of the Aircraft thereafter 100 .2.3 Analysis of Damage to Airframe in Initial Stage after Occurrence of the Abnormal Situation 104 .2.4 Analysis of theOpen official document at PDF page 5AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page label not indexed. PDF page 28.
Airworthiness No. 48-028 Validity As far as the aircraft is subjected to the JCAB approved Maintenance Manuals (JAL) (5) Total Flying Hours 25,030 hours 18 minutes Total Landings 18,835 Flying Hours and Landings after Periodic Inspection After “A” Maintenance(*) conductedOpen official document at PDF page 28AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page label not indexed. PDF page 67.
caused in rudder angle between both rudders because they are operated in concert. During maintenance, however, inspection is conducted by operating each hydraulic system separately. thus causing a difference in rudder angle between rudders. 2.16.3.4 An investigation made onOpen official document at PDF page 67AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page label not indexed. PDF page 109.
of detecting these fatigue cracks by visual inspection at the time of inspection and maintenance. The crack length detectable by the visual inspection depends on crack length, crack shape, location where the crack exists, accessibility to the crack for inspection,Open official document at PDF page 109AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119