Safer than driving on I35.Flying tomorrow...great
@wxman1 who investigates this the Indonesian version of the FFA? I'm assuming Boeing would send out a group to figure out what happened also? TIA
Sounds like the pilot was able to call back and let them know he was having problems. So it should be easier to find out what happened. If this thing is that new, could be looking at grounding the fleet of them. Terrible accident.
I’m surprised there hasn’t been more of a discussion of this on here since the Ethiopian crash. I’ve have second hand information of leaked flight recorder info on that one and would say the crash was caused by about 10% design/equipment failure and 90% pilot error. There is always a chain of events that lead to a crash and it appears the failed AOA gauge did lead to a erroneous MCAS input that started the sequence of events. I agree it is stupid to use one input when two are available, but that only contributed to what happened it did not cause it. Easily fixed. The most critical factor was the flight crew became distracted and never reduced take off thrust. They also did not know how to respond to a jammed stabilizer trim due to load forces from being grossly out of trim. They were in a gradual climb most the flight and reached speeds over twice the normal speed a 737 would fly. About 30 seconds before the crash the crew re-engaged the MCAS and tried to trim nose up which they were able to do a little. The MCAS gave a nose down input and the yoke was violently pulled back. (All previous inputs required were relatively modest). At this point something in the stabilizer/elevator mechanically failed causing a loss of all control. Further yoke inputs had no effect.
I know probably 100’s of pilots who fly 737s and none I’ve spoken to are the least bit worried about the MAX. I myself would fly one tomorrow if they were not grounded. This should be a quick fix if not for the politics.
I’m surprised there hasn’t been more of a discussion of this on here since the Ethiopian crash. I’ve have second hand information of leaked flight recorder info on that one and would say the crash was caused by about 10% design/equipment failure and 90% pilot error. There is always a chain of events that lead to a crash and it appears the failed AOA gauge did lead to a erroneous MCAS input that started the sequence of events. I agree it is stupid to use one input when two are available, but that only contributed to what happened it did not cause it. Easily fixed. The most critical factor was the flight crew became distracted and never reduced take off thrust. They also did not know how to respond to a jammed stabilizer trim due to load forces from being grossly out of trim. They were in a gradual climb most the flight and reached speeds over twice the normal speed a 737 would fly. About 30 seconds before the crash the crew re-engaged the MCAS and tried to trim nose up which they were able to do a little. The MCAS gave a nose down input and the yoke was violently pulled back. (All previous inputs required were relatively modest). At this point something in the stabilizer/elevator mechanically failed causing a loss of all control. Further yoke inputs had no effect.
I know probably 100’s of pilots who fly 737s and none I’ve spoken to are the least bit worried about the MAX. I myself would fly one tomorrow if they were not grounded. This should be a quick fix if not for the politics.