Well written and documented.

(Written on 17/01/2021)(Permalink)

Good one, Pat.

(Written on 11/01/2021)(Permalink)

Alaska Airlines should be joined by all the other airlines or at least these 14 idiots placed on the Governments No Fly list.

(Written on 10/01/2021)(Permalink)

Well it all started with with a new variant with engines mounted further forward giving an unwanted pitch up tendency at high thrust settings. If the autopilot was engaged auto trim would compensate. However, if the autopilot was off, and the flaps were retracted, the application of a higher thrust setting would cause the nose attitude to rise sharply and those highly trained pilots with the ink still wet on their type ratings or at least one had type rating to scratch their heads and try and try to figure out why the nose is being forced down? But what if the aircraft was flying normally and the AOA system malfunctioned indicating an impending stall, activating the stick shaker and Flight Display indicators which activates the MCAS lowering the nose? I assume Boeing figured the crew would sense an trim issue and do the “memory checklist”.......they assumed wrong. IMO

(Written on 08/01/2021)(Permalink)

Sure want to have that extra electrical power available in case of a go around? Well maybe if we get to an all-electric airliner. Actually a crew would want to reduce electrical load demand in an engine out or generator failure but then again then aircraft will auto-shed to reduce loads in most cases. As a side note: the A-320 that landed on the Hudson River in daylight did quite well until some idiot opened the rear door before looking out!

(Written on 02/01/2021)(Permalink)

Interesting findings as reported .” Following investigations, a faulty flight handling system known as the Manoeuvring Characteristics Augmentation System was identified as a principal cause in both crashes.” That’s like saying “ the aircraft was a total loss after landing gear up due to a total hydraulic systems failure as the principle cause” and the flight crew didn’t know or forgot about the Emergency Extension procedure?

(Written on 01/01/2021)(Permalink)

Don’t quote me on this, but I believe both AOA’s must agree before MCAS operates and the disagreement light is now standard as is the flight display indication.

(Written on 21/12/2020)(Permalink)

I think you are correct. Even pilots when we taxi take a peek at the FMS groundspeed especially in slippery conditions and the nose steering doesn’t work very well on wet painted lines when moving along a good clip. Of course it all assumes wet or damp conditions coupled with taxi speed and functioning steering? We will find out in the report.

(Written on 21/12/2020)(Permalink)

Lot of allegations made. Southwest did a have few aircraft that needed to be reweighed to reflect an hIgher Operating weight but I think they are weighed every 5 years anyway. Incorrect numbers from STOC whether load distribution, baggage, cargo or fuel along with WAT limit speeds may lead to a wrong trim setting, but usually by not more than a degree or two. Flight crew should always check known calculations anyway, however the Max is quite sensitive in pitch with flaps up and autopilot off as I’ve been told but I find the article a little far reaching for me. I have found that many military drivers with less than 4000 hours and used to carrier landings at 1.5g at full military power to be not necessarily the smoothest but there are exceptions.

(Written on 21/12/2020)(Permalink)

Actually it’s a widely used practice to disable a malfunctioning system? If years ago, the military Lear 35 driver had pulled the right engine fuel pump circuit breaker he could have landed safely instead of killing everyone on board? If memory serves, when he emptied the fuselage tank the left wing became heavy, so he opened the x-flow and tried to push from left wing tip tank to right but it didn’t work, so he jettisoned the fuel from both tip tanks. That balanced the fuel until the left wing became heavy again leading to an fuel imbalance. Leaving the xflow valve open and turning on the left engine pump was inadequate since the stuck on right fuel pump was stronger than the left and continued to make the left wing heavy. Instead of using a much higher app & landing speed the pic allowed the aircraft to get too slow and it rolled upside down into the ground on final.

(Written on 20/12/2020)(Permalink)