737 MAX grounded
03-16-2019, 12:50 PM
#61
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Posts: 501
Everyone loves to bring up AF 447. All three pitot tubes froze due to the pilots putting themselves in a situation well beyond the certification requirements of the airplane. That kind of error will put any aircraft in a very undesirable state.
03-16-2019, 12:56 PM
#62
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Posts: 348
The pilot tubes being frozen could’ve been a Boeing problem-nothing that happened after that could’ve. You have immediate tactile cues on a Boeing that the Airbus doesn’t have. If autopilot moves? So does the yoke, so does the elevator column, so do the throttles -part of the problem on the Air France was neither pilot recognized what was going on between their two control sticks and what the computer was doing...they were fighting each other and didn’t know it. That wouldn’t happen on a Boeing. You feel everything, regardless of who has the controls.
03-16-2019, 01:41 PM
#63
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Posts: 501
The pilot tubes being frozen could’ve been a Boeing problem-nothing that happened after that could’ve. You have immediate tactile cues on a Boeing that the Airbus doesn’t have. If autopilot moves? So does the yoke, so does the elevator column, so do the throttles -part of the problem on the Air France was neither pilot recognized what was going on between their two control sticks and what the computer was doing...they were fighting each other and didn’t know it. That wouldn’t happen on a Boeing. You feel everything, regardless of who has the controls.
Be safe out there.
03-16-2019, 02:44 PM
#64
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Posts: 540
The pilot tubes being frozen could’ve been a Boeing problem-nothing that happened after that could’ve. You have immediate tactile cues on a Boeing that the Airbus doesn’t have. If autopilot moves? So does the yoke, so does the elevator column, so do the throttles -part of the problem on the Air France was neither pilot recognized what was going on between their two control sticks and what the computer was doing...they were fighting each other and didn’t know it. That wouldn’t happen on a Boeing. You feel everything, regardless of who has the controls.
I’m a big fan of hydro mechanical flight controls as I flew the Eagle for a long time, and yes there is a ton of feel to be had. However, I would think the last non Fly By Wire airliner and fighter has been designed. There is way more safety with FBW by design, as we as less weight (more efficient).
Cheers,
Biff
03-16-2019, 05:04 PM
#65
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Joined APC: May 2009
Posts: 1,871
This "article" is pathetic, maybe the author is a drama queen. What does he expect United to do when it's 14 airplanes out of almost 800? Another self-appointed social media "expert."
03-16-2019, 06:31 PM
#66
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Joined APC: Aug 2008
Position: 777 Left
Posts: 347
Terminal,
I’m a big fan of hydro mechanical flight controls as I flew the Eagle for a long time, and yes there is a ton of feel to be had. However, I would think the last non Fly By Wire airliner and fighter has been designed. There is way more safety with FBW by design, as we as less weight (more efficient).
Cheers,
Biff
I’m a big fan of hydro mechanical flight controls as I flew the Eagle for a long time, and yes there is a ton of feel to be had. However, I would think the last non Fly By Wire airliner and fighter has been designed. There is way more safety with FBW by design, as we as less weight (more efficient).
Cheers,
Biff
03-16-2019, 06:50 PM
#67
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Joined APC: May 2014
Position: Tom’s Whipping boy.
Posts: 1,182
MCAS poorly implemented and easily fixed.
Should not activate if there’s an airspeed disagree or AOA fault.
Should be limited in the amount of nose down trim it can apply. Right now it can activate repeatedly to the stops.
Limit duration of activation during a stall event.
Perhaps do not activate at a low altitude.
In its proper regime it is necessary and helpful. Inappropriately activated it exacerbates the emergency.
Should not activate if there’s an airspeed disagree or AOA fault.
Should be limited in the amount of nose down trim it can apply. Right now it can activate repeatedly to the stops.
Limit duration of activation during a stall event.
Perhaps do not activate at a low altitude.
In its proper regime it is necessary and helpful. Inappropriately activated it exacerbates the emergency.
Last edited by BMEP100; 03-16-2019 at 07:00 PM. Reason: sp.
03-16-2019, 07:10 PM
#68
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Posts: 772
03-16-2019, 07:10 PM
#69
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Position: Trying not to crash
Posts: 1,260
03-16-2019, 07:38 PM
#70
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Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 6,009
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