I owned a machine shop, and I'm the founder of a mid sized CNC gear factory. I think I know my way around bearings, lubrication, press fits and other such bits & pieces.
As for the rest of your comment:
What a load of tripe.
I'm doing the exact opposite of what you claim. I am just taking the bits of evidence already available and rejecting root causes that would require those bits of evidence to not exist, which is entirely valid, this still leaves a massive amount of uncertainty which I have underlined on more than one occasion.
Your suggestion:
> "A bearing that fails for whatever reason, welds it self, and then gets spun around in the bore by its shaft is nowhere near unheard of"
is not compatible with what reputable operators of airliners would expect from their gear and if it happens as a rule people die and the NTSB gets involved, see TFA. This is not just any bearing and this is not your average bench top, industrial or vehicular application, this is an aircraft and a major load bearing component in that aircraft.
> Unless you personally designed the mount of have insider knowledge of comparable ones you are speaking with degrees of certainty that are indicative of ignorance so massive it is functionally malice.
I think that's worth a flag, especially coming from an anonymous potato.
> The BS about how aircraft don't fly with worn bearings is just that, bullshit. Everything has service limits that allow degrees of wear. Now on some parts it might be zero or specific preload, but all that stuff is well defined.
Yes, there is 'acceptable wear over the lifespan of a part' and then there is 'worn out'. Bearings in aircraft are replaced well before they are 'worn out'. Don't conflate design life wear with excessive wear to the point that a part can no longer function.
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I owned a machine shop, and I'm the founder of a mid sized CNC gear factory. I think I know my way around bearings, lubrication, press fits and other such bits & pieces.
As for the rest of your comment:
What a load of tripe.
I'm doing the exact opposite of what you claim. I am just taking the bits of evidence already available and rejecting root causes that would require those bits of evidence to not exist, which is entirely valid, this still leaves a massive amount of uncertainty which I have underlined on more than one occasion.
Your suggestion:
> "A bearing that fails for whatever reason, welds it self, and then gets spun around in the bore by its shaft is nowhere near unheard of"
is not compatible with what reputable operators of airliners would expect from their gear and if it happens as a rule people die and the NTSB gets involved, see TFA. This is not just any bearing and this is not your average bench top, industrial or vehicular application, this is an aircraft and a major load bearing component in that aircraft.
> Unless you personally designed the mount of have insider knowledge of comparable ones you are speaking with degrees of certainty that are indicative of ignorance so massive it is functionally malice.
I think that's worth a flag, especially coming from an anonymous potato.
> The BS about how aircraft don't fly with worn bearings is just that, bullshit. Everything has service limits that allow degrees of wear. Now on some parts it might be zero or specific preload, but all that stuff is well defined.
Yes, there is 'acceptable wear over the lifespan of a part' and then there is 'worn out'. Bearings in aircraft are replaced well before they are 'worn out'. Don't conflate design life wear with excessive wear to the point that a part can no longer function.