IF that's true I call B.S. It wasn't exactly a state secret that Boeing was using the -7 for the testing, so if anyone had a problem with it they should've spoken up sooner. And don't quote me but I believe it's only the -8 that requires MCAS, the longer body -9 and -10 don't have the same control force issue.

(Written on 2020/09/22)(Permalink)

This was an older CVR that only recorded for 30 minutes, so it only caught the last portion of the flight right before it crashed. So my guess is the FDR didn't rec many parameters such as switch positions. Obviously I can't speak for Helios in 2005, but our Before Start Checklist includes checking the press switch is set correctly (it may not be AUTO if there is an MEL item). Even in this day and age it is common for the pilot responding to the checklist challenge to state the correct response without actually looking at the item in question. It was hammered into us pretty hard in initial training that when running a checklist the person reading needs to verify the response as well, not just the person responding.

(Written on 2020/09/21)(Permalink)

I would guess he ingested too much corn sugar.

(Written on 2020/08/20)(Permalink)

On my company’s OpSpecs its 737-8, so my guess is the same for official documents. I highly doubt going forward any airline will keep the “Max” designation in terms of public branding. Since they’re not flying right now anyway it’s a good time to remove any Max logos. It’s already gone from our safety cards which were the same for the -800 and Max.

(Written on 2020/08/19)(Permalink)

So now we're calling the grossly negligent killing of 176 people "illegal interference" huh? Interesting!

(Written on 2020/07/27)(Permalink)

Not sure it matters too much but the 767 will most definitely pitch up with a large increase in thrust and the AP disconnected. First aerodynamically - assuming the airplane is in trim it will pitch up as it accelerates in order to maintain the trimmed speed. Also the engines are below the CG, which means an increase in thrust produces a pitch up moment and likewise a decrease in thrust will result in nose down. It may not be instantaneous in a heavy aircraft like the 767 but it will definitely happen.

(Written on 2020/07/16)(Permalink)

No, not really. In fact in rough air the autopilot can actually make things worse because it can’t feel and anticipate changes as well as a human pilot. In most cases it is recommended to disengage the autopilot in greater than moderate turbulence to avoid over controlling. Dependence on automation is a well known problem in modern commercial aircraft operations. Most airlines advise hand flying as much as possible when workload permits, but with complex departures and arrivals and busy ATC environments we still spend the vast majority of a flight on autopilot. Since the advent of RVSM airspace it is required to use the autopilot in cruise from 29000 to 41000 feet because of the reduced vertical separation. The Max accidents happened because the crews were confused about what was happening, in part due to multiple conflicting indications. The MCAS is only operational with the autopilot off, in the Lion Air crash the captain repeatedly tried to engage the ap but it wouldn’t engag

(Written on 2020/07/04)(Permalink)

Wish it was that easy, 757 was always my favorite Boeing jet. Geniuses there destroyed all the tooling so they'd basically be starting from scratch, no doubt more expensive than a "new" 737. There was/is supposed to be a NMA 757 type replacement but between the Max debacle and now wu-tang flu who knows if it will ever happen.

(Written on 2020/06/25)(Permalink)

Whatchu talkin bout Willis? The 757 never needed MCAS or anything like it.

(Written on 2020/06/25)(Permalink)

Did you eat a lot of paint chips when you were a kid?

(Written on 2020/06/22)(Permalink)