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| Thread ID: 147780 | 2019-04-17 02:04:00 | Interesting vid on Boeing crashes | John H (8) | PC World Chat |
| Post ID | Timestamp | Content | User | ||
| 1460024 | 2019-05-06 07:15:00 | It wasn't the stick pusher shoving the nose down, it was the weight of the pilot and 1st officer's wallets dragging it down. (More powerful than the conveyor belt.) ;-) Please R2, a lot of people died :( Ken |
kenj (9738) | ||
| 1460025 | 2019-05-12 02:51:00 | The latest info: Boeing altered key switches in 737 MAX cockpit, limiting ability to shut off MCAS www.seattletimes.com |
zqwerty (97) | ||
| 1460026 | 2019-05-12 04:58:00 | The latest info: Boeing altered key switches in 737 MAX cockpit, limiting ability to shut off MCAS www.seattletimes.com not sure if that means much because afaik the procedure hasn't changed, which basically is back off the throttle, flip the two cut off switches and manually set the trim with the trim wheels. if they had followed the procedure, as they have been taught to do, they would have been fine. |
tweak'e (69) | ||
| 1460027 | 2019-05-12 06:18:00 | Not just the 737: Angle-of-attack sensors have had problems www.heraldnet.com |
zqwerty (97) | ||
| 1460028 | 2019-05-12 06:26:00 | "manually set the trim with the trim wheels" The crew tried but were not able to physically overcome the forces, in one of the articles I have posted there is a paragraph about the roller-coaster technique to overcome this problem. This technique requires that the plane is at a certain critical height above the ground so the crew can afford to lose height using the maneuver. Also additionally I have read that each sensor was alternately used each flight so after a problem where the crew did get the plane home safely and called in maintenance, they would find no problem because the unfaulty sensor would be being used during the tests. |
zqwerty (97) | ||
| 1460029 | 2019-05-12 08:15:00 | "manually set the trim with the trim wheels" The crew tried but were not able to physically overcome the forces, in one of the articles I have posted there is a paragraph about the roller-coaster technique to overcome this problem. This technique requires that the plane is at a certain critical height above the ground so the crew can afford to lose height using the maneuver. Also additionally I have read that each sensor was alternately used each flight so after a problem where the crew did get the plane home safely and called in maintenance, they would find no problem because the unfaulty sensor would be being used during the tests. they couldn't do it because they forgot to do a previous step of the procedure, reduce the throttles. they never reduced throttles so by the time they went to manually crank, their speed was to high. so part of the human factors investigation will be why they missed that step. the implementation of the MCAS system was horrible and should have been rejected by the FAA. the fix is nothing more than a software upgrade which enables the use of both sensors and enables the AOA disagree indicators. |
tweak'e (69) | ||
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