Really?Or you could lay off the weed for a week.
That's your response?? whatever.
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Really?Or you could lay off the weed for a week.
That seems an oddly specific thing to be upset about.
Good question. I'd actually like to try that in the sim next month.BMLtech wrote: ↑Wed Mar 13, 2019 6:53 am Another poster mentioned that if the stab becomes excessively out of trim nose down, the force required to hold back the column can become very high, depending on the speed etc. I'm curious if in this circumstance, is it still possibly or plausible for the pilots to remove one hand from the yoke in order to manually re-trim the stabilizer with the knee basher handle? I imagine this would take many turns of the trim wheel?
Ya... I'm not actually upset about it, I was just giving one example of the old school systems on a "modern" airliner. There's a lot of systems they should've updated a long time ago.
Not to nitpick, but I think this is painting with a bit too wide of a brush. As I understand it:Jet Jockey wrote: ↑Wed Mar 13, 2019 4:32 am
The MAX8 flew significantly enough different it was going to be a different type until MCAS was added to make it behave the same. This saved a ton of training and certification costs.
The problem is when in a problem situation and MCAS is disabled the pilots are for all intents and purposes now flying a type they have not been trained on.
Very well stated . It seems that man's superstitions and fears override science and technology . In the end , all politicians ever care about, is votes .karmutzen wrote: ↑Wed Mar 13, 2019 9:35 am For an astronaut/engineer Garneau is a running dog-lackey to the sway of internet hysteria. He did not specify what "new information" he was processing with his engineer or astronaut "chapeau" on. Vertical profile? That was available from the start with Flight Radar. All my Max pilot buddies, including some training captains, don't have a concern flying it but emphasize that like any modern airliner you need to have a good understanding of the systems. And the Lion Air system issues with MCAS are now well known and reviewed in training, with thanks DaviiB for that explanation of this "bogeyman".
Copilot with 200 hrs? Was crew pairing done on a risk-assessed model? Things will go wrong with any machinery, the human interface is, or was, meant to mitigate the fact that every conceivable problem cannot be anticipated. The safety net of punching everything off and then systematically re-engaging after control is regained has now fallen out of favour because of the new religion that only full and complete automation can make an aircraft safer. Combined with pilot skill level that you wouldn't trust to hand fly, so just as well I suppose.
Like the large assortment of slightly different helmets in my closet for every leisure activity, this hypersensitivity to perceived or imagined risk is just a sign of the times. And the power of internet emotion and political interference has replaced the lengthy certification process, engineering analysis, and careful safety management systems.
Agreed - perfectly phrased karmutzen.tsgas wrote: ↑Wed Mar 13, 2019 9:45 amVery well stated . It seems that man's superstitions and fears override science and technology . In the end , all politicians ever care about, is votes .karmutzen wrote: ↑Wed Mar 13, 2019 9:35 am For an astronaut/engineer Garneau is a running dog-lackey to the sway of internet hysteria. He did not specify what "new information" he was processing with his engineer or astronaut "chapeau" on. Vertical profile? That was available from the start with Flight Radar. All my Max pilot buddies, including some training captains, don't have a concern flying it but emphasize that like any modern airliner you need to have a good understanding of the systems. And the Lion Air system issues with MCAS are now well known and reviewed in training, with thanks DaviiB for that explanation of this "bogeyman".
Copilot with 200 hrs? Was crew pairing done on a risk-assessed model? Things will go wrong with any machinery, the human interface is, or was, meant to mitigate the fact that every conceivable problem cannot be anticipated. The safety net of punching everything off and then systematically re-engaging after control is regained has now fallen out of favour because of the new religion that only full and complete automation can make an aircraft safer. Combined with pilot skill level that you wouldn't trust to hand fly, so just as well I suppose.
Like the large assortment of slightly different helmets in my closet for every leisure activity, this hypersensitivity to perceived or imagined risk is just a sign of the times. And the power of internet emotion and political interference has replaced the lengthy certification process, engineering analysis, and careful safety management systems.
That is a very Canadian notam. All that is missing is a sorry at the end.A346Dude wrote: ↑Wed Mar 13, 2019 10:23 am CYHQ PURSUANT TO SECTION 5.1 OF THE AERONAUTICS ACT, THE MINISTER OF TRANSPORT IS OF THE OPINION IT IS NECESSARY FOR THE PROTECTION OF AVIATION SAFETY AND THE PUBLIC TO PROHIBIT THE OPS OF BOEING 737-8 MAX AND 737-9 MAX ACFT IN CANADIAN AIRSPACE. B737-8 MAX OR B737-9 MAX ACFT ARE PROHIBITED FM OPR IN CANADIAN AIRSPACE EXC FOR FERRY FLIGHTS OR ACFT IN FLIGHT FOR THE DURATION OF THAT FLIGHT ENROUTE TO OR FM OR WITHIN CANADA AT THE TIME THIS NOTICE TAKES EFFECT.
That's a strange way to word a NOTAM. The Minister of Transport is of the opinion?
Yes, that's what grounded means.
How did that stock workout for you?