Posted on 03/20/2019 12:18:50 PM PDT by centurion316
How long ago was that? In the early 80s I worked for the motor pool contractor at Willy and they were using Tweets and Talons.
There is a “hard cutoff” switch for “stab. trim” (MCAS included) near the throttles:
https://twitter.com/MenTourPilot/status/1105234158559866881
I imagine most used aircraft parts are fine, but electro-mechanical sensors?
Yikes!
My bad. Actually ‘Runaway Stab Trim’ is an immediate action item.
(I would assume for whatever reason)
I read Southwest didn't originally order it, but did retrofit their planes later.
“Takes damn good training (there should and will be) to salvage the situation.”
So beyond good pilot training, you need to have A/C systems that are not going to test your ability to successfully analyze and take appropriate corrective action before the problem is uncorrectable, right! I mean when there’s really nothing fundamentally wrong with the plane other than some sensor failure.
These videos are remarkable when compared with anything that has come from the media in terms of accuracy, completeness, and clarity. You have to wonder if the media have gone beyond their clear ignorance and inability to. I think that they have in this case and have turned an important story into political action pieces.
Found on PPRUNE this morning; FWIW:
re: Atlas Air Flight 3591, B767 Freighter
21st Mar 2019, 02:36
#662 (permalink)
ABusDrivr
Join Date: Mar 2019
Location: US
Posts: 1
Got this info from my airlines unofficial forum. Unofficial of course .
The initial bobble is from turbulence at 6200’. When the FO called for flaps 1, the captain accidentally hit the toga button.
Toga didn’t engage until after flaps were set to 1, which then brought engine power to full, and started the initial pitch of 10 degrees nose up. The FO was startled, and shoved the nose forward... The CVR is startling, and baffling. The CA was pulling so hard against the FO that he sheared the pins on the stick and at that point had no control.
They were IMC at the time. When they broke out into VMC, the FO said oh schit and started to pull. That was the round out you see. I won’t get into anything more until everything comes out. The records, the CVR, and what happened in the flight deck is truly shocking.
They hit a negative 4 G dive initialy on the FOs push. All you hear is stuff hitting the ceiling and at one point a loud thud. They think the thud may have been the JS hitting the ceiling and maybe not wearing the shoulder harness.
Like I said, I won’t get into anything more about the background of how it all happened. This is the accident in a nutshell. The facts that will come out are shocking.
From my knowledge of aviation controls, as in direct avionics troubleshooting, it seems the problem is in the anti-stall warning and control system. On older, pre-fly-by-wire aircraft, a simple device would measure the plane’s airspeed and angle of attack (and maybe the flap angle). If near stalling,it would cause a device attached to the control column (called the stick shaker) to vibrate the whole control column hard enough that it couldn’t be ignored. The pilot would then manually take corrective action by lowering the nose to increase airspeed.
The all-automatic planes seem to not allow the pilot to override the controls easily when a computer is trying to dive the plane when it shouldn’t.
Wrote that without reading the article.
It would be in the aircraft’s log book. As part of the pre-flight checklist, the pilot should read the “gripe log”.
Lots of companies salvage parts from decommissioned airplanes and slap a green “Serviceable” tag on it and sell it without testing it. Especially in turd world countries.
I remember reading that, for some reason, the previous day’s problems were not communicated to the crew that crashed. Or maybe not communicated effectively. Didn’t maintenance change the bad AoA sensor and they thought the problem was fixed?
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