blues deville

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Everything posted by blues deville

  1. Had a Ford F-150 pull in front of me today whose tail lights disappeared momentarily (that is close) that I thought we were going to collide. Not sure if he even knew I was in the lane. It’s getting out of control with even the most of basic road curtsey being forgotten and I’m sure there’s more than one stupid 19 year old driving his Mom’s X5 above the speed limit. Excessive speeding, wreckless driving and DUI’s should be automatic licence suspension for extended periods or even a permanent loss.
  2. This driver may be qualified....if he gets his license back. However, 254KPH (158MPH) would be considered a slow lap at Daytona.
  3. Not very often do you hear airline pilots say they want more ground school and simulator training. A different situation with the Max problems but its generally considered to be as popular as a root canal procedure.
  4. AC and WS have the optional system installed on their 737 Max aircraft.
  5. First delivery was May 2017 to Malindo Air with 376 aircraft delivered globally. That would total a reasonable amount.
  6. MCAS options on 737 Max.
  7. I would have but not now. Ontario’s Premier Doug Ford is bringing back photo radar speed traps. So.....
  8. Signing bonuses for pilots getting bigger in US.
  9. An interesting read. A suggestion of overcontrolling while in cloud? Still no comments from the NTSB about the cargo being carried or how it was loaded. Not mentioned before in other reports but this crew were operating two legs: ONT-MIA-IAH. A possible fatigue issue?
  10. Also unfortunate that not one of the three company pilots communicated the full details of the unusual event.
  11. A new customer experience or an untapped revenue stream? To my knowledge an empty seat row has always been an unplanned perk for people to stretch out and sleep.
  12. Not a design flaw but perhaps some kind of human error. Also not my words but what the Seattle Times has written after speaking with Boeing plant workers as they arrived on Monday morning.
  13. By series of events over several years I’m referring to it’s 2011 launch and the first flight in 2016 up to today. This new 737 went through multiple development stages with endless decisions being made about its features and design. With these two crashes being so similar, I think every part of this aircraft production going back to day one will be under close examination. Even Boeing workers who are advised not to speak to the press have said they know which one of the three Renton lines built these planes.
  14. I’d say this is a reasonable viewpoint. As with any airline or other accident, there’s always a sequence of events where had one item changed prior to the final moment, the outcome would also change. So instead of the minutes or hours prior, these Max crashes have a long series of various events over several years leading up to both accidents.
  15. From an Air Transport World article: Meanwhile, Ethiopian Airlines issued a statement clarifying that ET302’s first officer had 350 total flying hrs., not 200 as the airline reported in a bulletin issued the day of the accident. The pilot-in-command had 8,100 hrs. and has been a 737 captain since November 2017. Ethiopian said the ET302 crew mix reflects its “effort to enhance safety” by ensuring its less-experienced first officers are paired with “highly experienced” captains. In Europe and perhaps other parts of the world but I wouldn’t describe this recently promoted Captain as “highly experienced” and certainly not on the 737 Max.
  16. Not sure where you’re going with this? The video pilot’s actions and description are completely accurate. Many FTD’s (similar to the one I used in STL in 1989) have only the left seat to train and practice using the Autoflight/MCP and FMC functions. They are designed this way to allow assisted or solo use. At TWA you could sign out the FTD and practice as much as needed. I know I did so I wouldn’t waste any time in the FFS. If you’re still in doubt, visit any major flight school or aviation college. They all have these types of devices for pilot training and they are regularly certified by TC.
  17. How do you know which devices are certified or not? It is some kind of FTD (the panel, displays and graphics are accurate) and he demonstrates how simple it is to stop the problem by selecting off both stab control switches. Which according to every 737 QRH ever published is how you stop a runaway stab trim. I did my initial 767 course at TWA using a very similar left seat only FTD during part of the training to prepare for FFS.
  18. Apart from possible faulty sensors on both accident aircraft, I think pilot training is going to surface as the weak link in these two events.
  19. Seattle King 5 news report with short video of possible event. A known and simple corrective action if handled properly.
  21. More from WSJ.
  22. Perhaps key paragraphs in the above article. Since MCAS was supposed to activate only in extreme circumstances far outside the normal flight envelope, Boeing decided that 737 pilots needed no extra training on the system — and indeed that they didn’t even need to know about it. It was not mentioned in their flight manuals.  That stance allowed the new jet to earn a common “type rating” with existing 737 models, allowing airlines to minimize training of pilots moving to the Max. The FAA, citing lack of funding and resources, has over the years delegated increasing authority to Boeing to take on more of the work of certifying the safety of its own airplanes
  23. From Vox: Last line of article not so funny. Christopher Furlong/Getty Images The similarities between the doomed Boeing 737 Max 8 jet that crashed in Ethiopia last weekend, killing 157 people, and the fatal Lion Air crash in Indonesia in October keep growing. According to a New York Times report, investigators at the crash site of the Ethiopian Airlines flight found evidence that suggests that the plane’s stabilizers were tilted upward. At that angle, the automatic stabilizers would have forced down the nose of the jet — a similarity with the Lion Air plane that crashed into the Java Sea 12 minutes after takeoff, killing all 189 passengers and crew. Both investigations are both still in the early phases, but the new evidence potentially indicates that the two planes both had problems with a newly installed automated system, the Times’ Jack Nicas, Thomas Kaplan and James Glanz report. The new Boeing 737 Max 8 system, known as MCAS, is intended to prevent a stall. But the two crashes in the last few months are worrying signs that the system could have unforeseen risks. In the case of the downed flight in Ethiopia, investigators at the crash site are specifically looking at a piece of equipment known as a jackscrew, which controls the angle of the horizontal stabilizers. The stabilizers could have been tilted for other reasons, but they can be triggered by the MCAS. And in the Lion Air crash, investigators are also examining whether the MCAS set up a struggle between the new flight controls and the pilots. Boeing and the Federal Aviation Administration have continued to stand by and support the safety of 737 Max aircraft. Even so, the company is pushing to finish a software update and push it out by April that will modify features of the jet around the automated system. This could have major ramifications for one of the world’s largest global aircraft manufacturers and defense contractors The two crashes have raised questions about the safety of the Boeing planes, which are used by airlines around the world. Earlier this week, the United States decided to temporarily ground all Boeing 737 Max 8 and 9 planes. The US was one of the world’s last large countries to do so on Wednesday, following the lead of China, the member states of the European Union, and several other countries. Three US-based airlines — American, Southwest, and United — have Boeing 737 Max jets in their fleets. (American Airlines has 24 Max 8 jets, Southwest has 34, and United has 14 Max 9s, according to NPR). In total, some 300 planes in operation were grounded globally. In addition, there are more than 4,000 737 Max planes are on order that have yet to be delivered, and according to Bloomberg, the crashes have put those $600 billion worth of orders in jeopardy of not being completed. Whether there was an issue with the plane’s new features on both crashes or not, the global community is no longer so sure about Boeing after the back-to-back tragedies: The company is now worth $25 billion less than it was at this time last
  24. Greg Feith: Some timelines indicate the issue occurred shortly after takeoff. If this is the case, and the airplane was still configured for takeoff (flaps/slats) deployed and the pilot was hand flying, the MCAS would not have been active. If the pilot engaged the autopilot shortly after takeoff, the MCAS would not have been active. I think one could also argue that if the MCAS or any system associated with it was faulty, the MCAS may function when its not supposed to resulting in these crashes.
  25. Sulley makes some valid points about cadet pilots and their lack of flight experience but I don’t know if that’s really the issue here. There is a long list of airlines who have successfully had cadet pilot programs for years and several are still active including some now in Canada. Sulley never mentioned the fact that two relatively new Boeing aircraft had some kind of common fault which the pilots couldn’t troubleshoot in the short amount time available. I would like to know if a supplier to Boeing who provides components associated with the MCAS or autoflight system are faulty or lack normal quality control. If Boeing’s own people are leaving tools and garbage behind in new 767 USAF tankers, how closely are they looking at their imported components?