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This post was edited by gork at 2019-7-2 00:19|
- confluence of THREE design flaws
The 737 has always had the design flaw whereby above a certain speed the tail flaps would be too difficult to operate!!! Instead of fixing this flaw they made the freakin' trim wheels smaller!!! Even cars have power assisted steering and brakes!
Then they put engines in the wrong place.
Then they installed MCAS, lying to the FAA and not telling customers about it at all. And MCAS was the worst pile of krap of all.
What now seems apparent with the benefit of hindsight is that MCAS had design flaws. Boeing itself has indicated as much.
MCAS is a piece of flight control software designed to make the new plane easier and more familiar to fly for pilots who were already used to the previous generation of 737 – reducing the need for potentially costly extra training.
- Ethiopian Airlines rejects accusations of pilot error
There's a lie! MCAS was installed to offset the disastrously bad design flaw of placing the engines in the wrong place. Without MCAS, the flying-turd would not have been approved. Even then, Boeing had to lie about the 2.5° of anti-stall adjustment being only 0.6° of "trim" and lie to customers by not even telling them it was installed.
The failure of that one sensor could lead to the system deploying at the wrong time - forcing the aircraft into a descent.
It appears to have done just that on both the Boeings that crashed, forcing the nose of the aircraft down when the pilots were attempting to gain height.
Another lie! It would also be deployed when the flying-turd was taking off, which IS what happened!
Before the Lion Air crash off Indonesia - in which 189 people were killed - the very existence of MCAS was unknown to airlines buying the 737 Max, or to their flight crews. The acronym did not appear in the flight manual.
After the accident, however, Boeing published a bulletin in which it described the effects of an MCAS malfunction, and instructed pilots to follow a particular “non-normal checklist” designed to help them cope with uncontrolled stabiliser movements.
This checklist - which is meant to be memorised by flight crew - instructed them to flip switches on the centre console, to turn off the stabiliser electronics, then balance the aircraft using manual trim wheels beside the pilots’ knees.
And which is completely f***ing useless!
Firstly, it's an admission of criminality in that they failed to tell anyone about MCAS until AFTER the Lion Air crash.
But the Ethiopian crew DID switch off MCAS. However, the decades-old flaw which meant that the trim wheels were too difficult to operate (and which were exacerbated by some f***ing moron making them even smaller) was the problem here: But the preliminary report suggests that they were physically unable to do so.
The Ethiopian Airlines pilots were forced to turn MCAS back on in the hope it would enable them to operate the flaps. It didn't. It simply went into a dive again.
This is where Graves’ main criticisms come in. He points out that throughout the flight, the pilots failed to reduce power from the levels used immediately after take-off, allowing the plane to continue accelerating to the point where it was moving too quickly to be trimmed manually.
“Once they set those throttles to full power, they never retarded them,” he told the committee. “They accelerated right through the certified maximum speed… and just kept on accelerating.”
BS! If the flaps can't be operated at speed , that's a design flaw not pilot error. And it's an old flaw that these crooks have never corrected except by requiring pilots to perform the absurd "rollercoaster" manoeuvre and NOT by reducing speed. One simulator indicated they needed tens of thousands of feet to perform this daft manoeuvre.
If they retarded them they would still have crashed: In other words, the pilots were faced with a situation where they couldn’t control the aircraft unless they tried to slow down - but doing so could push it into a catastrophic dive.
. . .
“In these circumstances, you’re really caught between a rock and a hard place,” he says.
“They may have wanted to reduce thrust, but when the aircraft is already very low and nose down as well, you’d have to have balls of steel to do so.”
. . .
But early in the flight, the pilots were trying to gain height, and one of the control columns was shaking, usually a warning of an impending stall - a situation where the wings suddenly lose lift. Under those circumstances, Brady says, they would normally maintain a high level of thrust.
This is the procedure specified by Boeing for dealing with uncontrolled stabiliser movements - the same procedure it says should be used in the event of an MCAS failure.
So, the procedure specified by Boeing is to maintain thrust and NOT to retard as Sam Graves claims!!!! Furthermore, they were "nose down". They don't have air brakes so reducing thrust won't necessarily reduce speed enough to overcome the DESIGN FLAW. Graves is lying! And being only 450ft off the ground when MCAS forced them into a dive, it would have been a freakin' miracle to recover.
“People who’ve made those comments should ask themselves, ‘Why on earth have they grounded 380 aircraft around the world?’ The facts speak for themselves.”
But even if it WAS somehow pilot-error, these liars are still admitting that there was flaws which caused the supposed confusion. This is so that they can claim they've fixed the sensor/MCAS errors and that this dangerously unstable flying-turd is flight-worthy. It isn't and as two commentators have pointed out it SHOULD NEVER HAVE BEEN APPROVED. That means ALL 737 MAX HAVE TO BE recalled and SCRAPPED!!! No "ifs"; no "buts".
“With all due respect to the pride in training and experience we have here in the US, it should not be used as a platform to vilify non-US pilots,” says Capt Dennis Tajer, spokesman for the Allied Pilots Association, a union representing 15,000 crew at American Airlines.
“Blaming dead pilots, blaming non-US pilots, the suggestion that somehow they’re not of equal skill and training is professionally insulting, and just not the way we do business,” he says.
“Clearly the match and the gasoline were the MCAS system.”