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Old 01-31-2014, 09:33 PM   #71
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Originally Posted by f1100turbo View Post
The only good discussion was the last 5 posts
Sorry I couldn't help myself.

Carry on.

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Well since one of mine was in the last 5, I'll take that as a compliment.
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Old 01-31-2014, 09:34 PM   #72
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Well since one of mine was in the last 5, I'll take that as a compliment.
Agreed.

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Old 01-31-2014, 09:39 PM   #73
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Whether we are physically snowed in or not,I think we are all going stir crazy and need to get out.
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Old 02-01-2014, 12:05 PM   #74
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http://www.ipc.org/4.0_knowledge/4.1...april-2010.pdf

Per IPC 610
Class 1 -- General Electronic Products
Includes products suitable for applications where the major requirement is function of the completed assembly. (Radio Shack)

Class 2 -- Dedicated Service Electronic Products
Includes products where continued performance and extended life is required, and for which uninterrupted service is desired
but not critical. Typically the end-use environment would not cause failures. (Sony)

Class 3 -- High Performance Electronic Products
Includes products where continued high performance or performance-on-demand is critical, equipment downtime cannot be
tolerated, end-use environment may be uncommonly harsh, and the equipment must function when required, such as life
support or other critical systems. (Medical, MIL, and Space)

Just because it goes in the air, space, or battlefield does not mean it is built to class 3. Only Life critical systems MUST BE built to Class 3. The rest is up to the customer.

Incidentally Many parts in vehicles are made to class 3 ABS modules and Air Bag modules to name a few.

Theres a job in here right now that has always been class 3 and the Customer (gov. contractor) is having it built at a class 2 now, because their customer (gov.) has decided it does not need to be class 3. Its a part we have built for over 15 years, will we cheapen up the build for the end user (soldiers) NO we simply took out some of the testing requirements and purchased some non crucial non mil cirted parts to save the money our customer wanted off.

that old story about the $25,000 hammer. It wasn't the hammer it was all the testing and ***** covering that came with the $25 hammer.

I had me classes ass backwards!! Thanks for straightening me out jarjar!

B47, As for TSO specs, you are correct, they do not specifically call out class 3 gear.
Then again, they do not specifically call out that P&W HAS to make certain parts of their engines out of titanium, P&W does it because that is what is required for TBO's that the customer wants and reliability.
TSO says the engine has to run....

This is in the joke and humor section, Turbs and Aquaman, feel free to ignore it and start a new thread about ogling 3rd grade teachers!
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Old 02-01-2014, 01:09 PM   #75
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I had me classes ass backwards!! Thanks for straightening me out jarjar!

B47, As for TSO specs, you are correct, they do not specifically call out class 3 gear.
Then again, they do not specifically call out that P&W HAS to make certain parts of their engines out of titanium, P&W does it because that is what is required for TBO's that the customer wants and reliability.
TSO says the engine has to run....

This is in the joke and humor section, Turbs and Aquaman, feel free to ignore it and start a new thread about ogling 3rd grade teachers!
As far as the P&W reference - you're correct as far as it goes,but material type etc is required in the Type Design that a manufacturer is required to submit to the FAA and is one of the first steps in getting a Type Certificate and Production Certificate for their product.

Regarding Time Between Overhaul (TBO) intervals, the operators who first operate the engine have to go with the manufacturers recommended TBO.

As the operator gets more operating history/experience with the engine,they can apply to the FAA to increase or decrease the TBO interval with supporting justification - usually data gotten from their reliability program.

In other words, Airline A and Airline B might be operating the same type engine and Airline B has a higher TBO interval than Airline A because of differences in the way they each operate the engine.
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Old 02-01-2014, 01:42 PM   #76
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As far as the P&W reference - you're correct as far as it goes,but material type etc is required in the Type Design that a manufacturer is required to submit to the FAA and is one of the first steps in getting a Type Certificate and Production Certificate for their product.

Regarding Time Between Overhaul (TBO) intervals, the operators who first operate the engine have to go with the manufacturers recommended TBO.

As the operator gets more operating history/experience with the engine,they can apply to the FAA to increase or decrease the TBO interval with supporting justification - usually data gotten from their reliability program.

In other words, Airline A and Airline B might be operating the same type engine and Airline B has a higher TBO interval than Airline A because of differences in the way they each operate the engine.

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Old 02-01-2014, 04:38 PM   #77
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Old 02-01-2014, 08:33 PM   #78
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Then again, they do not specifically call out that P&W HAS to make certain parts of their engines out of titanium, P&W does it because that is what is required for TBO's that the customer wants and reliability.
TSO says the engine has to run....
As a past employee and plant manager at P&W i can tell you their is very very little titanium used in any of it`s engines. we did the PW1000, 4000, JT series
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Old 02-02-2014, 09:00 AM   #79
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Ok guys in my experience, i've had ford trucks since 1987. The old 302 and 300 six, were great, and the truck itself was great.... Then, in 1997 I bought a new f150, it looked great, but had a crappy v 6 that got less than. 12 mpg. I traded it on a new f 350 lariat in 99, The 350 had the v 10, an AWSOME motor,until it started blowing spark plugs through the coil out of the head. After repairing this problem three times, got rid of it!! Then purchased an. 01 Chevy 1/2 ton, a great, and very reliable trk , which I still own 257000 mi, my oldest son drives it now. Then needed a bigger trk again, in comes an. 03 f 350. 6.oh no. Again the trk it self was good. The reliability of the 6.0 was anything but, so... You throw a LOT of $ at it, to bullet proof..... Not .
So... There is a new ram. 3500 out in drive now!!!
Absolutely never again a ford trk!! Bailout or not, ya know why they did not need it, they had the least warranty, and continued to put products out that they knew had major problems. 36000 mi and you are on yr own !! No recall, no responsibility !! NO SALE
There are a lot of ford trks around here, but most of them are traded before they have major problems.


Wheew!!! Sorry , when I think about the $, the lost wrk, the waste , it just pi##'s me off. !
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Old 02-02-2014, 10:51 AM   #80
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lloooovvveee it !!!
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