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Airline industry rushes to understand nuances in 737 Max systems
Airlines, unions and regulators are working to understand the 737 Max's flight systems while unions uncover seeming errors in emergency "runaway stabiliser" checklists. The work comes amid reports that the US industry was unaware Boeing had equipped the 737 Max with a new system that has been linked to the 29 October crash of a Lion Air 737 Max 8. "We are working at an extraordinarily positive pace to share information," says a spokesperson for the Allied Pilots… (www.flightglobal.com) Ещё...
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The Boeing 737 max aircraft ought to be grounded until the problem is fixed. This is not a human operator training issue, it is faulty avionics and controls that should not respond to a sensor failure with a dive into the ground. Training my A$$.
> Pilots say they were not trained in new features of an anti-stall system in the aircraft that differ from previous models of the popular 737.
> The automated system is designed to help pilots avoid raising the plane's nose too high, which can cause the plane to stall, or lose the aerodynamic lift needed to keep flying. The system automatically pushes the nose of the plane down.
> But if that nose-down command is triggered by faulty sensor readings — as suspected in the Lion Air crash — pilots can struggle to control the plane, which can go into a dive and perhaps crash, according to a Boeing safety bulletin and safety regulators.
> The bulletin included new details on how to stop a runaway series of events from leading to a crash, pilots say.
> "It is something we did not have before in any of our training," said Dennis Tajer, a 737 pilot and spokesperson for the pilots union at American Airlines. "It wasn't in our books. American didn't have it. Now I have to wonder what else is there?"
Never go full-Airbus.
> The automated system is designed to help pilots avoid raising the plane's nose too high, which can cause the plane to stall, or lose the aerodynamic lift needed to keep flying. The system automatically pushes the nose of the plane down.
> But if that nose-down command is triggered by faulty sensor readings — as suspected in the Lion Air crash — pilots can struggle to control the plane, which can go into a dive and perhaps crash, according to a Boeing safety bulletin and safety regulators.
> The bulletin included new details on how to stop a runaway series of events from leading to a crash, pilots say.
> "It is something we did not have before in any of our training," said Dennis Tajer, a 737 pilot and spokesperson for the pilots union at American Airlines. "It wasn't in our books. American didn't have it. Now I have to wonder what else is there?"
Never go full-Airbus.
I would suggest that AA pilots go back to the ops manual and study up on runaway elev trim caused by either erroneous AOA or stab trim issues? Also, Stab Trim cut out switch procedures and manual override of electric trim to fly the aircraft. Incidentally, are the AA aircraft manuals reprints of the Boeing manual or AA rewrite type specific? While true the Max incorporates a trimming system affected by AOA and possibly from just one sensor, there is a QRH procedure for it.
This isn't just a different coloured switch! MCAS is a technical difference in the flight control system from all other models of the B737. At a minimum, there should have been a need to brief it in the classroom / CBT differences course.
