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Trader last won the day on August 11 2018

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  1. Some random thoughts: 1. The best estimates are that 50-75% of all people will come down with the virus. The concept of flattening the curve is to spread that out, over time, so that the health care system is not over run. So how are we 'being' safe by not having aircrew (or others) work etc? 2. The worlds infectious disease experts are saying that while they cannot confirm, at the moment, that a person cannot get the virus a second time all of their experience and knowledge suggest that will be the case and once you recover you will not be susceptible to re-infection. So it is important to know if you have been infected previously. There are many people who have been sick, mildly or with few symptoms, but cannot determine if it was with Covid. So we could well have significant numbers of people self-isolating for no reason when they could be working or helping in their communities. There seems to very little emphasis yet on testing and, as importantly, finding a test for anti-bodies in blood.
  2. If the recovery doesn't start until September there won't be much of an economy to support airlines in general.
  3. Still no word from the airport authorities other than requests for cash. No layoffs announced there yet. NavCan - CEO makes close to $700,000, no news of executive wage cuts (as elsewhere). No layoffs.
  4. 691 pilots at WestJet/Swoop on lay-off notice. Bad times indeed.
  5. The Fed should also be taking strict action with Nav Canada and the Airport Authorities as I suspect they will follow the same MO as in the past and demand payment or even require pre-payment.
  6. Flair, Cdn North etc. are small, all domestic and have the ability to be nimble and flexible. If anyone is going to take a haircut it will be AC and WJ who won't disappear but will, depending on the length of the situation, be deeply affected especially in the international flying. Swoop, who must be hemorrhaging money, is an easy sacrifice for Onex. Sunwing, who at the moment are not refunding trips (cause it would be negative cashflow), will have to cut back severely and then hope the summer flying in Europe materializes. What will be most interesting is how the Feds (and provinces in some cases) handle supporting the airlines and other businesses.
  7. Thanks for reminding me that I am getting old!
  8. AC and WJ had the same issue. Very sophisticated group mimicking the sites of airlines around the world and popping up a message telling passengers to call a number to help book. They then purchase a ticket for the passenger but inflate the price and keep the difference! Slick since the person actually flies and no complaints generated.
  9. When you look at the actual documents Flair was given 7 days notice of termination, months after the $200,000 had been paid. It was a strong arm tactic over another dispute which is why the ruling came down the way it did.
  10. Of course simulators are also not designed to replicate flight outside the normal flight regime. In the case of using manual trim when the forces are so great that it is close to or impossible to move you are again outside the normal flight regime. Which is why attempting the ‘roller coaster’ in the sim will not come close to replicating the actual aircraft. The NY Times article mentioned above discusses the sims not ‘accurately reflecting the aircraft’ but that had to do with indications the pilots (Lion and Ethiopian) were dealing with (such as sticker shaker and other earnings) which could not be duplicated in the sim.
  11. Understatement for sure! Considering that Boeing also wants a common type rating (cost savings for airlines) then these types of differences were, at best, trained by an online course. A significant difference such as this should be required to have specific training in GS and in the SIM to emphasize the new operation of the system and break the habits, ingrained in training on the other 737 models. I don't fly the MAX but every pilot I know who does said the 'transition course' (ground school only) say it was woefully inadequate considering the differences. So, if the normal STAB BRAKE function in not available on the MAX what other 'adjustments' were made? Systems engineers will design a system but can't envision every single scenario or envision how a computer may interact with that system in all scenarios. They then rely on reverting to the pilot to intervene. How can a pilot intervene if they don't understand that system and have not been trained to deal with system failure scenarios?
  12. Using the pickle switches should stop the movement, override and allow the trim to move in the pilot selected direction. When released I presume that the MCAS would then drive it in the direction it was attempting previously. Pilot selection of the pickle switches again would then stop that movement. [gripping the main trim wheel is also an option to stop movement] At some point the pilot should use the stab trim cutout with the result that all trim would be be manual. On the NG control column movement in the opposite direction of the main electric or autopilot trim should cause a trim cutout. Not sure if that exists on the Max. So it seems to me that the current (and very old) system of of using the CUTOUT when there is a trim runaway should work. As a guess - either the pilots did not use the CUTOUT or they did and the MCAS system was not shutdown via that action. Or, the possibility that the different systems 'fought' each other?