Boeing 737 Max 8 Ethiopia Airlines Crash

Any law suits floatin around these days.......

 

I thought the Indonesian pilots were stumbling through the flight manual just before they crashed? What procedure did the carryout that was specified by Boeing that didn't work?

 

Most likely only a circuit breaker could deenergize MCAS as it was an automated system.

 

I can't imagine being on that flight. Yikes

 

I believe the pilots were mistaking the AP for MCAS. MCAS has not On/Off switch as it is automated to energize after takeoff most likely through a microswitch in the landing gear when it is retracted. Only a circuit breaker could deenergized MCAS.

 

This is about the Ethiopian plane crash where the pilots carried out the procedure specified by Boeing

 

No, the Ethiopian pilots switched off/deenergized the MCAS as specified by the Boeing guidelines issued after the first crash

 

I know you are just regurgitating what you are hearing on the news. The information is coming from the airline. Earlier reports had the airline saying they weren't aware of the new system or how it could be disabled. Can you tell me exactly what the proceedure was the crew followed as specified by Boeing?

 

Well, then I’d think that Boeing really did make a very unsafe plane. Pilot should be able to take full control of the plane without any interference.
Boeing’s selling point over airbus for a while was that in airbus machine has final say while in Boeing human pilot has final discretion.
Now I hope they discontinue building these planes or at least place a crearly visible button that disables this system.

 

Good information on MCAS.

https://hackaday.com/2019/03/14/mcas-and-the-737-when-small-changes-have-huge-consequences/

Just one week after the (Lion) crash, Boeing released a bulletin to 737 MAX operators explaining that “erroneous data” from the AoA sensors could potentially put the plane into an uncommanded dive, and documented the procedure to disable the system:

 

So where did you get "Earlier reports had the airline saying they weren't aware of the new system or how it could be disabled", yep, just regurgitating anything to discredit those "Foreign" pilots

As for your question, read the reports that have been released from date retrieved from the black boxes.

 

There apparently was a way to turn it off, or so they say NOW, which still didn't jive with their website (The pilot will always be able to override the flight control law using electric trim or manual trim.” https://boeing.mediaroom.com/news-releases-statements?item=130402 ) but still everything (trim...) is where it was, so they still have a problem and maybe less than 20 seconds to figure it out, which may be why it is reported one plane turned it back on.

https://news.aviation-safety.net/20...ential-erroneous-aoa-input-on-boeing-737-max/ {read the fine print}

If everything is fine, and just looking for a circuit breaker, where the hell is it, looking for that is like impossible in seconds. If a co-pilot would push and hold a circuit breaker in, and fry four feet of a wire bundle, really, I wouldn't want them looking for that.

Basically bad plane design, bad system design for bad plane design, bad instructions for bad system design for bad plane design, and bad regulations for bad system design for bad plane design.

 

According to a friend of mine who flies the Max, turning off the Stabilizer Trim switches (guarded switches on the center console) disables the trim, and therefore MCAS, which drives through the stabilizer trim system.

 

Boeing cheated during the certification process, and thereby avoided a full and proper flight test regimen.

 

Adding to that:
""Initially, higher control forces may be needed to overcome any stabilizer nose down trim already applied. Electric stabilizer trim can be used to neutralize control column pitch forces before moving the STAB TRIM CUTOUT switches to CUTOUT. Manual stabilizer trim can be used before and after the STAB TRIM CUTOUT switches are moved to CUTOUT.
( http://rgl.faa.gov/Regulatory_and_G...25833e0070a070/$FILE/2018-23-51_Emergency.pdf

 

From what I've seen on various YouTube videos, the use of manual trim would require very many turns of the 2(?) trim wheels.

 

Sometimes the system, as in people, can't fix something, because well, they don't belong there. Like say you report something is wrong, twice get turned down by inspectors and supervisors even when quoting specs, when it could be fixed before a single plane gets it wings, then later see the suits looking at it after ten aircraft are fracked, the inspectors and supervisors can't say they didn't know...

 

New information is out.

https://www.flightglobal.com/news/a...sh-pilots-repeatedly-attempted-recove-457235/

https://www.usatoday.com/story/news/world/2019/04/04/ethiopia-plane-crash-boeing/3361880002/

 

Yeah, and like seconds before you die.

 

You know I was thinking about it and I'm pretty sure I flew on a 737 Max 8 on Southwest at one point I heard they came out in 2014?

I would think Southwest would pay extra to make sure they didn't crash

You got to face the facts the plane is going to have a stigma forever

I'll be saying a prayer if I ever have to get on one

Boeing is going to lose a lot and so will America and especially Seattle

 

When the flight deck voice recorder is made availabel we will know whether or not the pilots followed the correct proceedure to disable MCAS. If you keep trying to make this about race buddy I will ignore your replies.

 

Hopefully after all this attention crews flying the 737 Max will have a more thorough understanding on what to do with an MCAS failure.

 

Information provided by Ethiopian authorities. Let's see what France has to say after they listen to the voice recorder and analyze the flight data.

 

I posted a link of Boeing's bulletin regarding MCAS issues and how to disable it. The bulletin came out 1 week after the Lion crash. Only a knucklehead would hold a circuit breaker in defeating it's purpose.

 

Good enough