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Trader last won the day on August 11 2018

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  1. 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.
  2. Change in titles mostly.....
  3. 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.
  4. 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.
  5. 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?
  6. 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?
  7. Sunwings 'cadet' program does not come close to the cadet programs in Europe or the Middle East where cadets will spend years in sophisticated training programs before moving online and then will continue through a system of sim and line training. Even after all of that, in my experience, they were poor first officers. They were 'sufficient' and 'legal' and going from ILS to ILS presented few issues. But decision making and support during critical times, even with something as straightforward as a go-around, was often close to non-existant. A true emergency and I would not want one in the right seat. With enough time in the right seat - 5 years or so - their performance improved to a point where I would term them a competent pilot. Taking students from a University program and adding a bit of extra sim training will most certainly not produce qualified first officers and based on the comments from friends at Sunwing the cadets are very weak. All anecdotal I agree, but not sure I would believe the airlines either, whose motivation is to put pilot bums in seats.
  8. The big difference when comparing YYZ to ORD or ATL is that the parallel runways at the those US airports have an taxiway running between the two. YYZ does not and that was one of the most concerning aspects with the TSB.
  9. With the 24's there is no taxiway in between (too close together) and I am guessing that is where most of the incidents occur. Even something as basic as red flashing taxiway lights would help.