Author Topic: Atlas flight 3591 crash (Read 613 times)

Omni · « **Reply #15 on:** March 05, 2019, 03:45:46 pm »

Looking forward to watching CNN's upcoming show as to what may have happened to MH 370. All the searching so far still isn't conclusive as to just what occured.

Omni · « **Reply #16 on:** March 08, 2019, 10:07:00 pm »

Speaking of airplane crashes, just finished watching the special CNN aired on MH 370 flight. Not sure why they bothered because I didn't learn anything I didn't already know.

Omni · « **Reply #17 on:** March 10, 2019, 02:33:57 pm »

Now another plane crash, this time Ethiopia Airlines which killed all on board (157) including 18 Canadians. A brand new 737, same model which crashed in Indonesia back in October also killing all (189) on board. What is interesting, after you get by the tragedy is that both crashed shortly after take off and basically nose dived hitting at high speed and leaving a relatively small debris trail of bits and pieces you could hardly identify as airplane parts. Hopefully they can get the black boxes from this recent one since it crashed on land, and see if there is some sort of inherent problem with this type.

wilber · « **Reply #18 on:** March 10, 2019, 02:46:30 pm »

I don't know anything about the Max but the stabilizer trim on previous B737's has always been electric. There are two cut-out switches on the pedestal which cut off the power to the trim motors and there has always been a procedure for a runaway stabilizer. Cut off the power, then use the manual trim wheels. The Max looks the same and I'm wondering why there might be a problem with it.

Omni · « **Reply #19 on:** March 10, 2019, 03:02:08 pm »

Quote from: wilber on March 10, 2019, 02:46:30 pm

I don't know anything about the Max but the stabilizer trim on previous B737's has always been electric. There are two cut-out switches on the pedestal which cut off the power to the trim motors and there has always been a procedure for a runaway stabilizer. Cut off the power, then use the manual trim wheels. The Max looks the same and I'm wondering why there might be a problem with it.

And there was the recent Texas crash, of course a different model ,767, and a much older airframe, but it also went in at a horrendously high VS. I'm hoping for some black boxes soon, especially if there is some sort of correlation.

Omni · « **Reply #20 on:** March 10, 2019, 04:26:10 pm »

One thing I am hearing is that the anti-stall system, new on the 737 Max may have malfunctioned due to erroneous readings from an A of A input which forced the nose down, and the pilots may have not been properly trained as to how to over ride they system. Boeing says all the info on the system is in the AFM but I sometimes wonder about the training level of some of these far flung airlines.

wilber · « **Reply #21 on:** March 10, 2019, 09:05:17 pm »

Quote from: Omni on March 10, 2019, 04:26:10 pm

One thing I am hearing is that the anti-stall system, new on the 737 Max may have malfunctioned due to erroneous readings from an A of A input which forced the nose down, and the pilots may have not been properly trained as to how to over ride they system. Boeing says all the info on the system is in the AFM but I sometimes wonder about the training level of some of these far flung airlines.

s

Me too, you would think this would be top of the list when it came to training with most carriers after Lion Air and they would all be running simulator scenarios during recurrent training for everyone. Unlike previous models, this version seems to have a stick pusher system.

How about this for pure speculation. For some reason (say angle of attack sensor malfunction) aircraft thinks it's about to stall and starts pushing and trimming nose down. Crew says no way and starts pulling nose up. AP keeps trimming nose down and eventually the stabilizer overrides the ailerons and she pitches nose down and goes in like a dart.

Airbus has had stall prevention systems in their fly by wire aircraft for years but the 737 is not fly by wire. Former versions can be flown in manual reversion with no hydraulic boost at all. It's like driving a dump truck with no power steering but it works. You wonder what the problem is here or if there even is a problem.

Omni · « **Reply #22 on:** March 10, 2019, 09:23:05 pm »

Quote from: wilber on March 10, 2019, 09:05:17 pm

s

Me too, you would think this would be top of the list when it came to training with most carriers after Lion Air and they would all be running simulator scenarios during recurrent training for everyone. Unlike previous models, this version seems to have a stick pusher system.

How about this for pure speculation. For some reason (say angle of attack sensor malfunction) aircraft thinks it's about to stall and starts pushing and trimming nose down. Crew says no way and starts pulling nose up. AP keeps trimming nose down and eventually the stabilizer overrides the ailerons and she pitches nose down and goes in like a dart.

Airbus has had stall prevention systems in their fly by wire aircraft for years but the 737 is not fly by wire. Former versions can be flown in manual reversion with no hydraulic boost at all. It's like driving a dump truck with no power steering but it works. You wonder what the problem is here or if there even is a problem.

That concurs with my speculation. Of course it's all speculation so far, but the idea that a lack of training as to how to over ride the auto trim if it malfunctions caused by a stuck angle of attack sensor could certainly create a scenario which could end in a nose dive. I am getting the idea that those sim. sessions should be focused a tad more on actually flying a plane hands on as well as how to push all the buttons. Look at the one that hit the seawall going into SFO on a CAVU day simply because the ILS and VASIS were US that day. A few simple calculations along with a few looks out the windscreen should have prevented that.

wilber · « **Reply #23 on:** March 10, 2019, 09:27:29 pm »

Still, there may be sensor problems. I don't recall ever having a false stick shaker warning.

Omni · « **Reply #24 on:** March 10, 2019, 09:40:02 pm »

Quote from: wilber on March 10, 2019, 09:27:29 pm

Still, there may be sensor problems. I don't recall ever having a false stick shaker warning.

Perhaps this new auto trim system bypasses the stick shaker because it "thinks" it is handling the approaching stall/misiterpreted nose up attitude.

wilber · « **Reply #25 on:** March 10, 2019, 09:53:49 pm »

Quote from: Omni on March 10, 2019, 09:40:02 pm

Perhaps this new auto trim system bypasses the stick shaker because it "thinks" it is handling the approaching stall/misiterpreted nose up attitude.

Still it is a matter of turning off the electrical inputs. One of the cutout switches disables the auto pilot trim and the other the manual trim. Based on the old system, a manual trim failure (stuck trim switch etc) would be obvious as the trim would operate rapidly but an autopilot induced failure could be much more subtle.

Omni · « **Reply #26 on:** March 10, 2019, 10:16:15 pm »

Quote from: wilber on March 10, 2019, 09:53:49 pm

Still it is a matter of turning off the electrical inputs. One of the cutout switches disables the auto pilot trim and the other the manual trim. Based on the old system, a manual trim failure (stuck trim switch etc) would be obvious as the trim would operate rapidly but an autopilot induced failure could be much more subtle.

Well again what I've heard is only speculation but it suggests in both these cases there was not proper training as to how to disable and then over ride the new auto trim system if it malfunctioned. Both of these recent crashes occurred shortly after take off when altitude/attitude changes would be occurring during climb out requiring trim assistance.

Queefer Sutherland · « **Reply #27 on:** March 10, 2019, 10:19:39 pm »

The **** hell if you ever see me on a plane with "Ethiopia Airlines" painted on the side.

wilber · « **Reply #28 on:** March 10, 2019, 10:24:31 pm »

Quote from: Omni on March 10, 2019, 10:16:15 pm

Well again what I've heard is only speculation but it suggests in both these cases there was not proper training as to how to disable and then over ride the new auto trim system if it malfunctioned. Both of these recent crashes occurred shortly after take off when altitude/attitude changes would be occurring during climb out requiring trim assistance.

And yet photos I have seen of he Max cockpit show the same cut-out switches and manual trim wheels as the older versions.

Omni · « **Reply #29 on:** March 10, 2019, 10:28:11 pm »

Quote from: Poonlight Graham on March 10, 2019, 10:19:39 pm

The **** hell if you ever see me on a plane with "Ethiopia Airlines" painted on the side.

Oh, why not. They have a very good safety rating, or do you just not like fureners? Especially if they are a different color.

Canadian Politics Today

News:

Author Topic: Atlas flight 3591 crash (Read 613 times)

Omni

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash

wilber

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash

wilber

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash

wilber

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash

wilber

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash

Queefer Sutherland

Re: Atlas flight 3591 crash

wilber

Re: Atlas flight 3591 crash

Omni

Re: Atlas flight 3591 crash