LN-RTP
Senior Member
I was just answering your question on whether I think the airplane should be grounded.
I know, my above response was to another gentleman. This is getting too convoluted, my bad.
I was just answering your question on whether I think the airplane should be grounded.
I know, my above response was to another gentleman. This is getting too convoluted, my bad.
I figured as much and no worries. And I agree with your thoughts on a new type versus stretching the 737. We all know the reason why that is....SWA!!! And to a lesser degree the other Carriers. UAL with almost 350 is no small customer either.
Greetings,
MAY be of some interest. I did not watch...
. Because of high air speed, they can't manually trim.
- Had they backed off on throttles to maintain acceptable air speed, they probably would have been OK.
It`s clear enough, based on this and similar posts, the Max 787 is eminently safe and always was. The crashes are down to pilot incompetence and stupidity.No doubt the MCAS system is a dud, but don’t let a dud kill you and your pax, fight back with all your might..Jeez.
Being an airline Captain is just not walking down the airport terminal with a fancy uniform, 4 gold stripes and trailing behind you F/Os, F/Es and a dozen Flight Attendants while looking like God.
You also have to perform if something goes wrong in the jet after take-off, or any time.
Like the Army slogan said: Be all you can be.
It`s clear enough, based on this and similar posts, the Max 787 is eminently safe and always was. The crashes are down to pilot incompetence and stupidity.
By now, every Max pilot, however stupid or illiterate,notwithstanding wearing gold braid a South American dictator would envy, must know of the pilot errors which caused the crashes to avoid. Boeing, FAA, Air Safety Authorities around the world,even pesky French supporting Foreign Governments, should cease pussy footing and soft cocking around, needlessly inconveniencing an eager travelling public dying to get back on board a Max737.
Planes back in the air. Today. Job done. Peace and tranquility.
There`s a wild assertion you are yet to level against the pilots.Wow, try not to post after drinking, or smoking crack.
It`s clear enough, based on this and similar posts, the Max 787 is eminently safe and always was. The crashes are down to pilot incompetence and stupidity.
By now, every Max pilot, however stupid or illiterate,notwithstanding wearing gold braid a South American dictator would envy, must know of the easily avoided pilot errors which caused the crashes. Boeing, FAA, Air Safety Authorities around the world,even pesky French supporting Foreign Governments, should cease pussy footing and soft cocking around, needlessly inconveniencing an eager travelling public dying to get back on board a Max737.
Planes back in the air. Today. Job done. Peace and tranquility.
- MCAS should probably have it's own disable switch, or there should be a very clear procedure on how to disable and/or work around it. For example, provide thumb counter trim when flaps are up and AP is disengaged, i.e. when MCAS is enabled. Then get the AP engaged as quickly as you can.
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If you put stab trim switches in "cutout", does that also kill the yoke trim buttons? So the only way to adjust stab trim is now the wheels?
And I guess that is where the aerodynamic loads on the stabilizer (with elevator held for nose up and at very high speed) might make it hard to use the trim wheel?
It does and there is. The trim cutout switches kill MCAS. They are very easy to get to and very easy to activate.
I was thinking that an MCAS cutout would be a way to shed automation, but not also give up power-assisted control of the trim.
To deactivate MCAS and keep electric trim, lower the flaps.
Are there air speed restrictions on doing that?
And of course it presumes the pilots understand the operation of MCAS and know that will disable it.
“In the event of erroneous AOA data, the pitch trim system can trim the stabiliser nose down in increments lasting up to 10 seconds. The nose down stabiliser trim movement can be stopped and reversed with the use of the electric stabiliser trim switches but may restart 5 seconds after the electric stabiliser trim switches are released. Repetitive cycles of uncommanded nose down stabiliser continue to occur unless the stabiliser trim system is deactivated through use of both STAB TRIM CUTOUT switches in accordance with the existing procedures in the Runaway Stabiliser NNC. It is possible for the stabiliser to reach the nose down limit unless the system inputs are counteracted completely by pilot trim inputs and both STAB TRIM CUTOUT switches are moved to CUTOUT.”
. Is it that simple?
To deactivate MCAS and keep electric trim, lower the flaps.
Why not turn on the autopilot?
Yeah, that would also do it, but these guys had an FCC going apes... because of bad input and the left autopilot clicked off, not sure they tried the right one.
The runaway stab checklist says to turn the autopilot off anyways?
Why not turn on the autopilot?
That is a rhetirical question. Maybe my reading compreshension sucks but nowhere does it say to lower the flaps in that bulletin. And nowhere does it say to lower the flaps anywhere in our procedures. And nowhere did it say that flaps would disable MCAS before these accidents....so you are operating on hindsight once again.
Somebody was asking how to deactivate or turn of the MCAS system:
The answer is flaps or autopilot.