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Posted on 06/29/2019 3:48:32 AM PDT by C19fan
Logic like that will lead to another crash.
The design was defective the code was not. It is simple.
Almost every quote in the article about outsourcing came from a metro Seattle-based Boeing engineer.
As far as I know, all those guys are unionized.
My Point - when was the last time you heard a union endorse outsourcing? Probably never.
My Main Point - from the article - the Indian contractors say they never worked on any of the “defective” software, which absolutely contradicts the headline.
Instead of paying one $9.00 per hour engineer, why not hire two $4.50 per hour engineers?
re: “Where is the loudmouth “If it ain’t Boeing, I ain’t going” crowd?”
Would you trust your life with a “sidestick” (Airbus) after the AF447 crash?
re: “HP will be around for a long time, but they have passed the point of no return, they will never be the innovative cutting edge technology company they once were.....”
Test equipment was spun off as Agilent, now Keysight, quite a while back now ...
My point exactly, they once were a proud company who has been reduced to nothingness...
At one time I had friend who worked for HP, when Carly Fiorina ran the company they had a mandatory 2 week vacation at the end of the year...
If you had used you vacation or were a new hire and had not earned 2 weeks vacation you went into the new year with a negative number in your PTO column of your paycheck...
Seriously.....you talk about negative reward, imagine going into January of a new year with negative vacation..it sound ridiculous but true....
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...and the software work around was coded correctly. Still do not see any coding mistakes. 2+2 still = 4 no matter how bad you want sum = 5.
Having flown nearly 1 million miles, I have trusted both with my life and felt safe every time.
I do not care who made the plane....I trust the pilot to decide if she/he wants to put their lives at risk on this plane.
AF447 was inexperienced flight crew not waking the senior officers. The plane behaved in a known manner and was totally recoverable. The 737Max behaved in an unknown manner and the computer was given full authority to put the plane into an unrecoverable situation.
re: “AF447 was inexperienced flight crew”
I take it you do not know, do not understand, or do not totally comprehend that the situation that existed on the flight deck of AF447 WRT flight controls that could not and would not have happened on a Boeing aircraft, regardless of flight crew experience.
THAT is the take-away.
“Do you know why?” is my next question.
Correct, but in the end you have a quality product.
I use to be a qualified programmer/installer (retired) of TUV SIL 3 and 4 systems in nuclear and petro chemical installations. Coming up with the process narrative and programming were usually only about a 1/4 of he effort. Off line testing and then final field testing consumed the other portion of the budget for the work.
Unfortunately, project management and other suits did not see the benefit in the final testing and it was always a battle to convince them. Luckily TUV had steps that had to be taken to reach the TUV certification and this is ultimately drove their decision to do it.
Some would sign off without it, placing them responsible for undesirable results to save a penny up front.
Yes, because the pilots didn’t execute the procedure to disconnect MCAS like the previous Lion Air crew did.
There a reason it didn’t happen to any western airlines, better training.
Very poor training.
“did not rely on engineers from HCL and Cyient f”
However, those are not the only two Indian outsourcing firms Boeing uses.
Boeing uses Indian programmers because of "Offset" agreements from prior purchases of Boeing products by the Indian government or Indian companies. The offset agreements are mandated by the Indian government and usually require transfer of "technology" to India. President Trump is trying to stop the transfer of "technology" as part of re-negotiating trade agreements.
Indian programmers have zero, zip, nada access to safety of flight software, which is strictly controlled.
Safety of flight software is compartmentalized. Once it has been tested and accepted by the FAA, it is locked down. This is one of the reasons that MCAS was developed as a stand alone software package. MCAS should have been integrated into the FCC software. To do this would require a full FAA certification to ensure MCAS did not impact the other subroutines in the FCC.
MCAS code was not defective...period. MCAS design was defective. Implementation by Boeing certainly involved misfeasance or possibly malfeasance.
Aircrew qualification and training were factors in both 737 MAX accidents. Boeing will do everything it can to convince the accident investigators to list aircrew qualification and training as root cause for both accidents.
All...Feel free to agree, disagree or comment.
Pollard, you have a problem. If you think that you are loathed and thought of as just a warm body, you are living in a nightmare. You should wake up and get that chin of yours out of your chest!
Airbus has had its share of disastrous events that have been caused by their autoflight systems and “laws.” Air France...for one.
They will be quiet, but not rejoicing, because the can of worms they open will point out their own shortcomings.
The root cause of both crashes was a bad alpha vane sensor.
The problem was the pilots trusted the computer when it was obviously malfunctioning, rather than taking control of the situation.
Holding on to the trim wheel would have kept the plane from crashing.
Switching to the good alpha vane sensor would have kept the plane from crashing.
Not retracting the flaps with the stick shaker activated would have kept the plane from crashing.
Reducing the throttles would have kept the plane from crashing.
Electronically trimming the stabilizer before disabling the trim system would have kept the plane from crashing.
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