Posted on 03/18/2019 1:14:55 PM PDT by SeekAndFind
Having 3 AoA gauges would be better, but it’s easier install them in pairs on opposite sides. I don’t really see how two AoA gauges could be enough for ETOPS. Perhaps backup could be created from processed data from other types of gauges.
Turning off runaway trim has been needed as a skill since the 727.
It’s one of the reasons the lots of the blame for the first crash was directed to Lion Air’s maintenance and pilot training. If 3 previous flights had correctly dealt with the trim issue, why don’t all the pilots have proficiency in standard 737 skills Another thing was that the pilots in the flight the day before the crash had not written up a maintenance order for the plane. Ethiopian Airlines is another case. It’s a well respected airline and is part of the Star Alliance along with such airlines as United, Lufthansa, Singapore, Air Canada, Air New Zealand, etc.
That is what the procedure is for. The comparator is to warn the pilots of a problem with an indicator most people don’t scan, except maybe on final.
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Boeing Reveals 737 MAX Software Changes To Pilots (UPDATED)
Marc Cook
On Saturday, Boeing met with pilots from several airlines to review changes to the 737 MAX’s MCAS software in preparation for a more public explanation of the alterations expected to remove the beleaguered airliner from its worldwide grounding. On Wednesday, Boeing is expected to bring together “pilots and officials” from the airlines with the affected 737s in their fleets.
In addition to reviewing the software, pilots from five airlines flew simulated failures of the MCAS and were able to disengage the system and safely complete the flight. The New York Times is reporting that pilots who flew the simulation with the original software had just 40 seconds to identify MCAS as the source of the trim movement and disable it. And it's worth repeating that these pilots had been aware of the controversy swirling around MCAS since the Ethiopian Airlines crash this month.
According to reports, Boeing is set to confirm changes previously reported as considered, which include changing the MCAS configuration to accept data from both angle-of-attack sensors rather than just one, limiting the number of times the MCAS can drive the stabilizer to affect nose-down pitch, and limiting the duration of the events to 10 seconds. Preliminary reports from both the Lion Air and Ethiopian Airlines accidents suggest that the MCAS continually tried to offset the pilots’ efforts to level the aircraft. In addition, new coding will make the MCAS disengage if it sees a differential in AOA sensor readings of more than 5 degrees.
Those same pilots few the 737 MAX simulator with the revised software and were able to diagnose simulated failures and land safely with less effort, according to reports. “This is part of our ongoing effort to share more details about our plan for supporting the safe return of the 737 Max to commercial service,” Boeing says. “We had a productive session this past Saturday and plan to reach all current and many future Max operators and their home regulators.” Meanwhile, Southwest Airlines, the U.S. airline with the most 737 MAX aircraft in its fleet, is canceling approximately 130 flights a day, while American is canceling roughly 90 flights a day. Southwest has 4000 daily flights exclusively on 737s, while American has 6700 flights a day across a wide range of aircraft types.
http://flash.avweb.com/eletter/4300-full.html?ET=avweb:e4300:264646a:&st=email#232475
Clearly, you do not understand what is happening.
The 737 Max noses down, the pilots correct with input. Seconds later, MCAS orders more nose down. This battle continues until the plane is put into such a dive by MCAS that it cannot recover.
You may ask....why not shut off MCAS?
Boeing did not tell pilots about it before the Lion Air crash.
Boeing did little notification after. Pilots complained and Boeing put out more information, but shutting off the MCAS was still not clear....especially when you are getting conflicting AoA readings, alerts and stick shaker.
The simulator with the old software was difficult to control for even seasoned pilots.
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