Craiglxviii
Senior Member
- Joined
- Sep 6, 2015
- Messages
- 17,781
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- Location
- Cambs UK
- Your Mercedes
- 970 Panamera Turbo; W221 S500L AMG Line, C215 CL500, W251 R350L AMG Line, plus several more now gone
The original application of SBC would drop to limited braking performance once the pump had life- expired. That was rectified in 2006. Say again, the new system is in MB’s whole fleet and I’m not hearing of widespread brake system failures...and look what happens when sbc gives up .as i understand it . NO brakes.! i stand to be corrected? on the aviation front ,i do believe their failsafes are pretty good ,but remmbe quantas a380 a small lump of fan blade pretty much screwed everything electronic,electrical in one wing .
The Quantas A380 incident was a piece of turbine vane segment doing around 35,000rpm explosively exiting the casing at a tangential velocity somewhere close to light speed. Slight exaggeration but it was doing somewhere in the anti- tank gun projectile range, kilometres per second. It took out the main databus for that wing but the aircraft was landed safely, because there was enough redundant data carrying capacity left for commands to be passed to other control surfaces. That’s a recommendation for the safety of the system, not a castigation of it. I can remember something similar happening to an L188 Electra (all fly by Bowden cable, mandraulic) where a similar issue happened- a prop blade detached and struck the fuselage underside. That severed the primary control cables and bent the longerons around the secondary cables. The pilot was able to land after discovering that his continued efforts had sawn the Bowden cables halfway through the buckled fuselage metal trapping them.