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About GTFA

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  1. " Fast-Change", "conversion"? This may be more marketing pitch and jargon than anything particularly technical. It looks like the conversion is to remove seats from the aircraft and install tie-down latches in the seat tracks. Is there more to it than that? Of course there are W/B and fire watch concerns but that is an issue with the carriage of any cargo. With the floor loading limits remaining equal, will the aircraft actually carry more cargo by piling packages on the floor than by securing it to the existing seating structures? GTFA
  2. Well, this is where the level of professionalism of each pilot comes in to play. Kerns, Sumwalt et al have been preaching this for a while... Company culture and training priorities are, as they should be, brought in to the spotlight to reenforce the value of well trained, experienced flight crew. This is a wake up call to the industry. Unless, of coarse the investigations find that the malfunctions were deemed to be unmanageable.
  3. When there are multiple variants of a common type we are still required to be trained on the differences. Boeing is definitely on the hook if they did not properly declare the differences.
  4. Also to be clear, I am not un-pointing at Boeing. I am pointing ANOTHER finger at other causal factors. I believe we may finally be at a crossroads in aviation where training and standards are being displaced by technology. Instead of raising the lowest denominator we are expecting manufacturers to make ever more complex systems to overcome the shortcomings of industry to provide competent crews.
  5. The pilot reports from the NASA safety reporting program is a red herring. What would be significant is a summary of ALL available safety reports related to this system from both maintenance and flight ops. Any major carrier who operate this aircraft has internal reporting programs most of which are widely used and respected.
  6. So, if Boeing is correct that the aircraft was properly tested and certified, what if the problem is not with the manufacturer but with the operators and their governing agencies? Front line experience levels and training standards need to be a significant part of this conversation. By front line I mean pilots and maintenance personnel.
  7. On what grounds exactly are they claiming that Boeing is liable for the cancellation of MAX-flights? On what grounds is the FAA going to be liable? It is being discussed in other forums that in the hands of a proficient crew, the malfunction is in fact manageable.
  8. Dagger, while Boeing may have played a part by allowing their technical department to run ahead of their marketing and training support, there is are much larger factors at play here.
  9. Yes, so even without applying trim input is it physically possible to control the pitch to overcome the the change in aerodynamic and thrust influences?
  10. When "hand flying", does the pitch moment exceed the ability for manual trim changes during transition to flap 0?
  11. "I have read all of these stories many times and used them in teaching scenarios but cannot resist reading them again whenever they are introduced to use as examples of mismanaged risk/reward ratios. Mr. Albright's personal story is very amusing and serves to remind us also that the biggest threat to a skilled and confident pilot is actually his own skill and confidence. Don't phool yourself, physics trumps everything!" At risk of being repetitive, " A superior pilot is one who uses his superior judgment to AVOID situations requiring the use of his superior skills."
  12. A lot of familiar family names in the journey log book from early Canadian Pacific days. Does anyone have any copies?