Posted on 04/20/2019 2:59:37 PM PDT by Jonty30
Pratt & Whitney makes the GTF-design series engines.
They are more fuel-efficient, much quieter, and have lower levels of toxic emissions than the GE engines on the Max.
https://www.pw.utc.com/products-and-services/products/commercial-engines/Pratt-and-Whitney-GTF-Engine/
Exactly
My Norton is blocking the web site. Anyone else?
It doesn’t appear that he wishes to comment.
At least I was half correct.
On the other hand, if he had come across something of real value (negative or positive) to "corporate" and sent it up, his stock would have risen.
As an aside, I own a wee bit of Boeing stock by way of "ITA" (the aerospace ETF, 20%+- of which is Boeing) and follow Boeing most days. Though the Boeing price certainly reflects the 737 Max problem, the effect isn't "profound" yet IMO.
Interesting. Thanks.
Yes, but somebody is always building a better fool.
When the highlight of your mission is the landing, you are easily challenged. Hah! ;-).
T-38 and the F-15E have AOA gauges but like I said, flying without an AOA gauge means you rely on your training and experience—does it look and feel right? You pilot the jet.
You are a pilot, not a switchology master.
I'm not talking about the trim controls, i'm talking about the horizontal stabilizer controls. The entire rear wing tilts up and down.
OK, True Story: When I was a primary jet instructor at NAS Meridian in the mid 1980s I had a total pitot static system failure. It was at night in the goo and we had just leveled off at FL240 returning from Pensacola back to Meridian. I had a new instructor pilot with me and I was playing the part of the student. When I started to level off the VSI and altimeter kept climbing and the student IP thought I was messing with him. He said “watch your altitude.” I replied something not right, the power is at idle and I've got 5 degrees nose down, but we're still climbing. About that time the altimeter, VSI and airspeed froze up. Only took a few seconds to diagnose the problem, but now we're in the clouds at night with no airspeed or altitude indicators. Of course I declared an emergency and told Center that I didn't know what altitude I was at, but was descending to VFR conditions and to clear a path in front of me. Interesting side note is that Center thought we were still at FL240 because the altimeter was locked at that altitude and was sending the false information to the IFF transponder. We had entered the clouds at 15,000 feet and that was the forecast minimum ceiling enroute to Meridian. So I pulled power to idle and lowered to nose to about 3 degrees nose down for a controlled descent. Sure enought we broke out at about 15,000 feet and I declared VFR for the remainder of the trip to Meridian. If the clouds had been much below a 5,000’ ceiling then ejection might have been our only option.
I also knew that once I dropped gear and flaps that the landing AOA system would engage and would provide airspeed control (based on the optimum AOA for landing). Then I just had acquire the Optical Glideslope System (the “Ball”) and fly it to ground. All worked as planned and troubleshooting revealed that the pitot system heater had failed so the system had literally frozen up once we entered the clouds.
Why the long story? The point is that we overcame extreme unexpected adversity by knowing the airplane, knowing procedures, remained calm and quickly came to the correct solution. My three years as an instructor pilot made me an immeasurably better pilot because they were long hard intense days (usually scheduled for 3 flights/ 12 hour days. And if you didn't have the attitude that this student is trying to kill me in some new way that I haven't seen before, then chances are - he would.
Most of the new young airline pilots don't have anywhere near the training and experience that you and I received from our military flying. It's friggin scary when I have to get on a commuter plane and look at the young kids who are the pilots. I just thank God that I'm a Christian and say a quick prayer.
However you want to parse this the fact remains that the 737-800 Max has inherent design flaws.
It’s simply not a good design and no matter how much you cheerlead for Boeing the simple fact that the aircraft likes to make craters won’t change.
“However you want to parse this the fact remains that the 737-800 Max has inherent design flaws.”
I forgot. You once stayed at a Holiday Inn.
I never got my IFR but a fellow club member gave me several hours of ‘instruction’.
He was ex-military jet. He was like a machine.
Once we landed at NO lakefront and after we put down the tower radioed ‘... where are you?’
They were greatly relieved when we replied back that we were safely on the runway.
“I forgot. You once stayed at a Holiday Inn.”
Still doesn’t change the fact that Boeing built an aircraft that can’t fly without a computer compensating and/or exacerbating its design flaws.
I hate flying.
“Still doesn’t change the fact that Boeing built an aircraft that can’t fly without a computer compensating and/or exacerbating its design flaws.”
I never challenge anyone that has the credentials based on staying at a Holiday Inn. Have a good day.
“Few things suck worse than living long enough to become an unwitting satire of yourself.
:)”
It must suck to have me as the highlight of your life!
“Most of the new young airline pilots don’t have anywhere near the training and experience that you and I received from our military flying. It’s friggin scary when I have to get on a commuter plane and look at the young kids who are the pilots. I just thank God that I’m a Christian and say a quick prayer.”
Hah. . .I agree with you 100%.
Young and inexperienced, non-former military pilots are at a disadvantage when it comes to experience-per-hour when compared to military flyers.
Now you got me going. . . .
I was a FAIP (first assignment instructor pilot), meaning my first assignment out of pilot training was to be a basic jet instructor pilot (T-37).
While the assignment was not one most pilots would fight for, there were many enjoyable moments while instructing in the T-37. However, as you know being a formed IP, there were times when flying the T-37 was an eternity of listening to a student over the intercom as he became actively sick (tossing his cookies). This was expected, after all, because the student found himself in an environment he’s not used to, stressed, sitting in a hot cockpit where the air conditioner hardly functioned and his body was moving about three axis at the same time, all the while sucking air through a hose that smelled like kerosene. Getting airsick was simply going to happen.
At any rate, after serving as a UPT IP, I grew up and, like you, “trip-turning” every day, you end up a crusty experienced pilot after 3-yrs. . .far more experienced than a 3-yr civilian pilot.
Anyway, I guess we old guys like us need to get used to inexperienced, young wonder boys that did nothing but go from private pilot to a commercial-instrument rating without any real experience and are building hours for an ATP, dreaming of joining the majors someday.
Cheers.
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