Relay-Version: version B 2.10 5/3/83; site utzoo.UUCP Posting-Version: version B 2.10.2 9/18/84; site ucla-cs.ARPA Path: utzoo!linus!decvax!ittatc!dcdwest!sdcsvax!sdcrdcf!ucla-cs!scw From: scw@ucla-cs.UUCP Newsgroups: net.aviation Subject: Re: de Havilland Comet at ORD? Message-ID: <7234@ucla-cs.ARPA> Date: Tue, 22-Oct-85 16:45:28 EDT Article-I.D.: ucla-cs.7234 Posted: Tue Oct 22 16:45:28 1985 Date-Received: Sat, 26-Oct-85 07:34:09 EDT References: <338@ektools.UUCP> <33300001@hpfcmp.UUCP> <2987015c.1de6@apollo.uucp> <1305@poseidon.UUCP> Reply-To: scw@ucla-cs.UUCP (Stephen C. Woods) Organization: UCLA Computer Science Department Lines: 23 In article <1305@poseidon.UUCP> brent@poseidon.UUCP (Brent P. Callaghan) writes: >>I used to work on [...] be for quite a while. I don't know if >>any Electras are still in civilian use or not. > >A Lockheed Electra crashed on takeoff at Reno, Nevada last year. > >Weren't the original series of crashes attributed to the >wing falling off ? Actually the crashes were due to harmonic feedback between the engines and the wing at a very specific engine speed. The fix was simple, they added about 80 pounds of weight at the front of the nacelles which changed the frequency that they would cycle at. The problem was solved when an Electra had the cycle start just as the pilot pulled the throttles to begin a letdown. The NTSB said that the wing/engine on that aircraft completed only 3-4 cycles of the swing before the engine passed out of the critical speed range. In those few cycles the wing popped about 45% of the skin rivets and bent the Main spar almost 2 inches. The wing on the electra was ALMOST exactly the same as the wing on the C-130 the major difference is that the engines on the C-130 are mounted underneth the wing and the L-188 engines are mounted above the wing.