737 Max UPDATE 20 March 2019

čas přidán 21. 03. 2019
A pilot's perspective.

Komentáře

  • UPDATE to the Update from AvWeekly aviationweek.com/commercial-aviation/faa-reviews-enhanced-max-flight-test-data?utm_rid=CPEN1000000907970&utm_campaign=18947&utm_medium=email&elq2=7b24c0887f88426098a9f69399830ffc%20FAA%20Reviews%20Enhanced%20MAX%20Flight-Test%20Data

    • Glad to learn a bit from you all guys. I'm not a pilot, but have the benefit of reading your comments one month after written, after seeing other videos, and explanations about the preliminary report and graphics of recordings of the FDR of ET302. AoA is not considered a prime input for commercial flights by Boeing. It is used for orientation and stall prevention were basic control is still held by pilots. Boeing did not bother in creating fail safe AoA indication, nor software criticism of MCAS inputs presumably because it considers any malfunctions dealt with the "Ruaway Stabilizer" memory item procedure. MCAS is only active without AutoPilot. So pilots are in control. If any components related to MCAS are strange or malfunction just turn it of through the established procedure (STAB TRIM CUTOFF). ET302 pilots did the procedure, but not exactly as prescribed. They did not touch AutoThrust till the fatal end and went overspeed. This overspeed made it difficult to manually pitch the non trimmed aircraft. Pilots did CUTOFF the Stab Trim electrical command. They did not try trimming to at least a more neutral position before CUTOFF. They probably knew about previous problems and the Boeing/FAA Airwothiness Directive published after the Lion Air accident. They hasted to CUTOFF and tried with some success to maintain attitude pulling the yokes with force. They did not manage to manually trim. Speed too high, altitude too low, too much force needed it seems. FDR shows recorded short electrical nose-up commands presumed from the switches on the yokes. Hence it's presumed pilots reengaged electrical control of the stab trim agaist procedure. Here I can't understand what happened. If they opted out of CUTOFF to enable manual command of the electrical trim why just such short commands? Then, if the opted and acted reengaging the Stab Trim, they knew it could go weird again. MCAS commanded a fatal lengthy nose-down, while pilots desperately exerted a lot of force pulling the yokes, but did not try to electrically command nose-up from the strab trim switches on the yokes. It seem anti intuitive. I feel there may be something else here. All of this is presumed by reading recordings of the FDR. We suppose recordings imply this or that pilot action on the controls. What if there was some other problem like a short or a bad contact misinterpreted as proper pilot command? I can understand Boeing failing to proper iron out MCAS design on the assumption pilots would just switch it off if needed. Many pilots believe it's a simple known straightforward procedure. I can understand pilots beeing surprised with a strange plane behaviour they don't feel well trained for stealing precious time at the critical moments. I don't understand why they neglected airspeed and why they did not intuitively commanded trim to nose-up as they needed more and more force to hold pitch attitude after opting out of CUTOFF. instagram.com/p/BwDcflHJMXZ/

    • @Andrew Kwayu Best idea i heard

    • @Andrew Kwayu *Not a bad idea, although it's no more complicated than any other Older 7x7s,* and the procedure is very simple. Just do what you were trained to do in ALL 7x7 Boeings, Old and New. Just turn the auto trim OFF, and fly with your muscles, and don't make up Lies, like the Mcas magically grew FINGERS and Fliped the Toggle Switches back ON. Safety is a Product of the Person/PersonS/Nation's Human Charactor. *If you Lie, you Die !!!* i am korean, and have Nothing to Brag about my Countrymen's safely record or Attitude. But can show you what difference human Charactor/Integrity/Honesty can make. These examples are NOT Exceptional or Isolated examples, but very typical "results". Guess which is Korean and Which is Japanese. CS-tv *" Osaka Touge Drift HQ "* *" KoreaCarShow BMW speed accident Gimhae Airport in Korea "*

    • @Sandy Lee yer, this plane should be operational in US only! The only place with capable pilots to operate a complex plane! Tell that to Boeing!

    • @euroblues2 *REALLY ??? i didn't know you could turn off Mcas separately?* Is there a SWITCH marked Mcas on /off that you can flip? I thought the investigators said the Pilots Fliped the Toggle Switches for the Auto trim cut off (which completely cuts off the power to the electric motors on the jackscrew that pitches the Horizontal Stabilizer up and down),that disables ANY Automation of the Stabilizer trim, forcing the pilots to set trim manually with those trim wheels. According to the investigators, Pilots did this and recovered Control, but then they decided to turn the Auto Trim On *AGAIN !!!* This is like seeing your car hit 100mph, when you set your cruise control to 65mph. So you turn off the Cruise Control and bring the speed back to 65mph, then you turn the Cruise Control back *ON AGAIN,* and the car accelerate to 100mph once more, and you *DON'T Turn off the Cruise Control off immediately,* but fight with it like you stupidly did before, with already faded brakes, and Crash !!!

  • What a colossal cluster. This is what happens when bean counters get to build an airliner,

  • This guy is an actual pilot and that idiot DJSAVIATION has hundreds of thousands of subs. And all he does it take a news story and repeat it and shows footage from a week he spent spotting at LAX. I’ve been watching this guy since he had footage of the galloping ghost crash.

  • Your videos are very informative. I think it may be narrow focused to think of the MCAS system’s purpose being to prevent stalls. The words making up this acronym seem to suggest its purpose is to assimilate the flying characteristics of the 737 aircraft, and therefore bypass the need for pilot training on the MAX. This also seems to suggest the reason why many pilots were unfamiliar with it as that was the intention - to work incognito in the background with the auto pilot system in most cases not even announcing to the pilot when its inputs were being activated.

  • Why didnt they redesign the landing gear to compensate for the groundheight problem rather then moving the engines inboard which ultimately led to the creation of this MCAS system? seems like it wouldve been a simpler solution.... Isnt most of the changes youve noted from the FAA on MCAS predominantly sftware changes rather than hardware? That vane seems a rather vulnerable if not delicate part of the system...like a clogged pitot situation....

  • tHE FRENCH AGENCY HAS A CONFLICT OF INTEREST. tHEY ARE BIASED FOR EUROPEAN AIRCRAFT PRODUCTION...

  • I can't believe it's may 16 and raining in northern california........ I THOUGHT IT NEVER RAINS IN CALIFORNIA?

  • Could one state that the air frame around the tail wing and jack screw suffer more loads over a set period of time verses the original 737 due to new engine placement, with more movement of these components than the original setup.if so would these parts have different inspection times to the old model for fatigue.

  • I was a travel agent from 1986 until August 2001 (I actually left the industry voluntarily just before 9/11) and have always been drawn to travel industry related things, especially plane crash details and investigations. I recently stumbled upon your channel while watching 5 year (non)updates on MH370 and subscribed immediately. (side note: I didn't see any videos in your list on MH370 - do you have an opinion on this that you'd like to share with us??) You explain the technical aviation details in such a way that anyone can at least understand the basics, which is a tremendous help. Thank you for continuing to do updates on these tragic crashes.

  • It's not so redundant when you're only taking data off of one sensor...

  • In other words: Blind eye by USA to compete with EU.

  • Jackscrews thermal expansion factors are tested in a wrong temperature range , mainly in USA climate temp range . Hot climates temperature differencial on the ground where temp might be in up of 40+C° then freezing on high altitude down to 50-C° combined with poorly lubrication with grease not compatible with hot climate (where it melts and liqufies & runs , drips off the Jackscrew & the assembly leaving it " DRY like a chock " ) .This render the Jackscrews so thigtly squized by the assembly that it becomes unoperable even by brutal hand force of cranking trim wheels. Engineering of the Jackscrews is faulty not taking under cosideration the temperature variations and lack of proper lubrication of the Jackscrew's assembly . Lubrication should be automatic by the tubing pumping oil right into the nuts assembly under pressure periodicly with synthetic lubricant that stays liquid in very cold temperatures . It is not aerodynamic force that makes Jackscrews so hard to turn as much as Jackscrews being not properly lubricated & squized tight by extreme cold temperatures up on higher altitudes. Jackscrews design should be upgraded to consider those climate temperature variables & insure automatic lubrication . Also the termal expansion and contraction of Jackscrews and nut assembly should be same , made from the same metals with equal termal expansion factors. Jackscrews electric motors are over stressed to the point of failure trying to turn the extremely tightly squized the Jackscrews by nut assembly. Boeing must insure that Jackscrews are operating freely in a broad spectrum of temperature and stay lubricated at the ALL temp range . There was already the crash that involved Jackscrew's tread getting striped completely from the shaft , Can't recall in which air crash was that the factor leading to total failure of the Jackscrew. That was mainly due to poor lubrication maintenance of the Jackscrew.

  • Copliments to you for the way you present this! Very solid and informational without judgement. Bravo!

  • Finally! I've been searching for am explanation re mcas situation. It's been 40 years since I got my ppl but have tried to keep up with improvements. So far the explanations are either too vague or way too complex....you strike a great balance so THANK YOU! This crazy old lady on the lake in upstate SC has subscribed and well on my way to being addicted! Journey mercies.

  • Good guy, fine tech material.

  • My analysis is: - The source of problems Boeing seems to be having, is not essentially technical. - It 's in the governance. - Muilenberg is CEO + Chairman + President. Since 2015. - He basically oversaw or authorized 737 MAX first flight in Jan 2016. The 737 MAX series gained FAA certification in March 2017; which he also oversaw (& we're made to understand that FAA, for various reasons, delegated most of the certification work to Boeing itself). - This one man show doesn't make sense for such a big company. - Weak FAA oversight aside (how could they give basically one man safety decision making responsibility?), there doesn't seem to be any oversight mechanisms either within Boeing itself to check final decision-making - technical or otherwise - even at the very helm of the business.

  • I hate to sound naive but, aside from the pitch up moment that the MCAS was designed for on the Max 737 during take off; can pilot's hand fly the aircraft upon take-off and landing like they did in the past?

  • Great updates. I hope you can take my questions. Is there a time when too late to turn off MCAS? is completely nose down beyond the envelope of no return to regain control? You may not know, but in your expert opinion, why did Ethiopian pilot or F/O turn on MCAS after turning off? Love your stuff. Enjoy your in depth analysis. Most informative. I'm a frequent flyer.

  • Juan, I was a mechanic for United. I left when it got really bad after 9/11. I still follow aviation because it's in my blood. When Lion Air crash happened, I knew the MCAS was troublesome and buggy after doing some research. I'm an appliance and hvac tech now and I've seen control boards that react a certain way after a fault and when I looked at the service manual it's not covered. That means the manufacturer didn't see it coming. That's the same thing with the Boeing MCAS. I go into employee group blog and I told people not to go on the Max because it's buggy right after the Ethiopian Airline crash and I was scolded big time and thinks I'm just an alarmist. The majority thinks the foreign carriers pilots don't know what they are doing and didn't follow Boeing's procedure and that United's Pilots are one of the best trained in the world. I countered by saying, those four Pilots knew what they are doing and in fact countered MCAS but MCAS kept wanting to nosedive the airplane even after turning it off. I told them that Boeing put out a bulletin to follow after the Lion Air crash and the Ethiopian Airlines Pilots followed it but the MCAS kept wanting to nosedive the airplane. That's what I said after the Ethiopian Airlines crash. I knew they followed procedures. Why wouldn't they after a Lion Air incident and Boeing put out a bulletin to follow after that crash? Crew blaming, just because they're from the other part of the world, from Boeing and Americans who thinks they are the only smart people in the world are stupid and uncalled for.

  • Poor mans Brian Cranston. Wha?

  • The Smithsonian channel, has a show Air Disasters, I think its free on Hulu, I got in the habit of checking NTSB reports, while taking private pilot lessons, lots of small planes fall out of the sky, almost 1 every day, I quit after 20 hours of lessons

  • If pilots on the ground ran the plane with remote control, fewer people would die in the crash

  • Since Boeing moved to Chicago there is no honor.

  • The good news would be poor communication between engineers test pilots feedback (presumably) FAA oversight (or lack of due to staff shortages) all curable by adding slightly to already astronomical cost of aircraft via fees from govt to aid FAA and ability of corporations to do due diligence knowing enhanced FAA would make all airline makers do same leveling playing field, which would be reflected by slight increases in cost of tickets to ALL aircraft. The bad news, manufacturer knew they had a problem and instead of highlighting and warning everyone so they could compensate, and everything man makes requires user operation to mediate issues, right from getting blisters from the first shovel, the 'we're perfect, admit no problems, never say no, don't rock the boat, fear for your job, illegal NDA's (if it's hiding a crime its illegal) and most importantly inc quarterly profit double digits no matter what' business culture just killed again. Hate to bring in politics but GOVT IS GOOD, regulations are good, gov't CONTROL of business is good at least until people reach universal saint hood.

  • Have the angles incidence 'limits' been altered at all on the latest max 8's 'slow moving' stabilizer, compared to earlier builds?. Thanks!

  • My grandfather flew Cessna 172 and Tiger moth, spraying farm's, due to asztma he was unable to serve in WW2. Although he wasn't the accomplished nor experienced piolet as yourself? my grandfather knew his planes and as a responsible piolet, you do not overlook that kind of mistake that would risk anyones life or aircraft as a piolet you should know your aircraft. You have survived and have done what you do because you are a responsible, accountable and capable piolet. You would not, ever make those kind of mistakes as has happened in this crash. Those Boeing's are state of the art and ultermately flying Manual or automatic, they are easy aircraft's to fly and navigate that is how they are engineered. And in that cockpit there are 2 to 3 occupants pioliting. These aircraft would have been many times flown and rested before being released. These anomolies would have been simulated and corrected. I acknowledge and respect your opinion as an accomplished expert, at the end of the day a good piolet is a good piolet regardless. Glider piolet's are as good piolet's even without all the protocol of who can fly what when. Flying is about physics, you either get it or you don't, just like sailing. Why are you making excuses for these people?

  • Thanks so much for the excellent briefing on the 737 Max MACS issue.

  • Very lucid presentation, THANKS!

  • Boeing knew about this many years ago oh, they just chose to do nothing about it. There were meetings in which this was discussed, quite a while back, and it was more than once brought up that there was no budget for a fix. Welcome to Boeing.

  • So you're saying it helps if there are 3-4 (10:34) pilots to help address an aircraft suddenly doing something autonomously that makes no sense? Isn't the main question: Why is the aircraft doing this in the first place? The world's gone mad...

  • One model for sure he flew was the Vought F8U-2NE (F-8E) Crusader/Bu The first production F8U-2NE was delivered in September of 1962. So he had a wild era for a while with it. My older boss friend flew his photography plane out of San Jose a taildragger, I believe it was Piper's short-wing "taildragger" 4-seat PA-20 Pacer it was old and he started using it in the early 50's till 80's for sure. Arnold Del Carlo. Hole in the floor I'd shoot through. He was not very careful with specific heights around Moffett and would get the NAVY warnings odd even thousands while he tried his best to stay on his camera runs for Silicon valley developers and Tech Corp buildings. I felt a bit vulnerable being a non pilot in the back seat area/ with no seatbelt snapping away , he was born about 1924.

  • Mr J Brown, is there anyway you can shoot aerial of dead trees in the N Bay region through Napa etc where the timber should be stripped out, But is that timber valuable enough to get some use to break even or better. My cousin Neal Henderson is a retired kinda 83+ (Iron man contestant) still skinny & hard body cyclist and Northwest Airline pilot/ former Korean era (Marine) Navy F8U-3 pilot I believe their VA 104 was meant to be a Nuclear Weapon Dropping Squadron, since he said the made the low and up to heaven run and were to supposedly peel off as the bomb went up further then fly out of the blast area, which he said they could not do well because the bombs were potentially getting too powerful. Even at 3 miles a minute airspeed. Then just in time at early Viet Nam era he went to NW airlines and was assigned commercial transport in the Flak zones of Viet nam in and out quick. Then Flying the Alaska route he later saw the fallout from time to time from those pesky Russian Nuke bomb tests. Lots of fun flying I beleive the Vought XF8U-3 Super Crusader III ,

  • An AA seven three Max captain told me the other day that the Ethiopian F/O had 200 hours total flight hours. If that's true, it would explain a lot.

  • How is it possible the pitch-up moment caused by the engines is bigger on the MAX than on the older types, while the engine was mounted higher on the wing, suggesting that the vertical distance from the engine to the center of gravity got reduced (suggesting a smaller pitch-up moment)?

  • Oh! jackscrew found trim fully nose down. At best, how long for the jackscrew to rewind to near middle of it's travel?.Well too long! is my guess, 'cos those little elevators have got little or no chance and we all know the rest. Nice report.

  • What do you think about Boeing having sold the malfunction warning btwn the 2 AOA indicators as an OPTION?

  • How many incidences of pilot initiated mcas cutout have there been in the max 8?

  • What if you shut off the mcas when the stab is in an extreme position? The elevator may not overcome.

    • The Mentour Pilot channel on episode on CS-tv that describes that scenario. One of the horrors of MCAS was that it could drive the stabilizer to the point where no amount of elevator input could overcome it. In such a case, with the stabilizer motor turned off, you and your co-pilot would have to manually crank the stabilizer trim frantically to restore the stabilizers to a normal and do so while continuing to fly the plane. And yes, it may be too late.

  • Sweet ragwing Luscombe.

  • Honestly, somehow,... I knew before you finished the sentence,... that the C-141 job was a highlight of extreme adventures in your life. As an armchair-pilot with 10k+ hrs in all aircraft of MS FLIGHT SIMÛLATOR, AIRCRAFT & SCENERY DESIGNER, COMBAT FLIGHT SIMÛLATOR, PC PILOT Magazine. Since MS Flight .... my addiction has eased. Everything is fine, I have my fix.

  • they f....d up big time

  • so it's a bodge job!

  • Thank you for a detailed description of the MCAS system. My vote that Lion and Ethiopian pilots lacked total knowledge and training of the MCAS, not aircraft, but Owners fault. I air crewed Boeing B-29's over Korea, sometimes questionable, but 4000 hrs, and here I am. TRAINING.

  • I've been following the information and I don't fully understand why the pilots are not trained to compensate for the Auto trim procedures. I think fault lies on both Boeing and pilots. Boeing gave too much control to the autopilot and the pilots were not trained properly.

  • "The MCAS is a system that automatically lowers the nose of the plane when it receives information from its external angle of attack (AOA) sensors that the aircraft is flying too slowly or steeply, and at risk of stalling. In the Lion Air crash, the MCAS forced the plane's nose down more than 24 times before it finally hit water, according to a preliminary investigation by Indonesia's National Transportation Safety Committee, which also found the system was responding to a faulty sensor."

  • "According to Ethiopian Airlines CEO Tewolde GebreMariam, pilots transitioning to the Boeing 737 Max 8 aircraft from older 737 models were required only to undertake a short computer-based training program prescribed by Boeing and approved by the FAA."GebreMariam also said the flight simulator that pilots trained on to learn how to fly the Boeing 737 Max 8 plane did not replicate the MCAS automated feature that crash investigators are scrutinizing." I think better training is needed, and it have to mandatory to take these trainings! Boeing needs this, because i can´t see boeing max taking another crash.

  • A very informative video. thanks But i guess the FAA need to be very sure that the plane is safe, before they release it... and i guess the boeing max will be much safer because of these crashes?

  • Could you possibly make a video about the cargo 767 which went down in Texas not long ago? Thanks for these videos

  • as XL -airways A320 when it crashed.. also auto trim issue, and pilots needed to trim nose down , even got a message: "man pitch trim only", but instead doing the right thing they asked: what is the plane doing . ... so Ethiopian could learn from that and lion crash , if they lose pitch control, to think about trim first and auto pilot.. thats been such basic education for US pilots.. . amazing that Asian and African , and kukrikistan pilots have so bad training..

  • Great video, thank you for your incise input as to the cause of these crashes and loss of life

  • Great informational update, Juan, even for a layperson!

  • Training and Lights. IMO no airline should be allowed to put un trained personnel in the cot-pit. Cost is not a object when it comes to 1 or 2 guys/gals entrusted with millions of dollars of equipment and 100s of lives.

  • Very impressed with your cleared explanations

  • Juan, Thanks so much for another wonderful clear assessment of the 737-Max situation. It's things like this (no redundancy in the data input, etc.) that must make pilots like you just shake your head.

  • I expect there are some very upset aircraft engineers at Boeing. Safety is supposed to be job one. I expect that perceived economic factors led to the current system being put in production. An indicator showing that the AOA sensors are not in agreement was an option available to airlines, but at an increased price. Ditto for a display of the AOA. This would go far to aid pilots to diagnose rapidly the cause of the problem with the current MCAS design. I agree with the proposed fix, there is no need for the MCAS system to have the ability to drive the stabilizer to its maximum nose-down position.

  • Interesting... Great report. thank you! One would think that in the 21st Century people would have learned from past mistakes. I mean, how many innocent lives have been lost over the millennia just by rushing things, ALONE! If what you say is true then Boeing is ultimately and directly responsible for both these crashes and the lives lost! This has far reaching and serious repercussions for Boeing (and even the FAA). But it's ultimately Boeing's airplane and the fact is, they introduced a plane which is flawed by design, into the market!

    • Felix Hinze Every generation makes new mistakes, each slightly different. Hubris is a given.

  • Hi, I think you should look at tropicaltidbits.com and see the 2 feet of rain coming to Oroville. Best of luck.

  • 1:20 Juan begins his flight bio. Ends at 4:44

  • Its is a eerie to contemplate when the confidence in human engineering gone too far. Can we trusted the artificial intelligence enough over the human being .to let its take over the control the live and death of its master ...this is a painful reminder when we get too confidence in our engineering.thats is when we let our guard are down. Thars is Then mistake are happening. In this case many life are lost .some job will be lost. Head will roll . people lost faith in Boeing. Some experts don't believe so .because Boeing and Airbus are so dominant in this field . but never forget the russian mc 21 single ille aircraft is a very capable aircraft. The Chinese is not too far behind with the C919 . They are a determined country. with one party system government and 1.4 billion people behind them.A one party system mean when they set their goal or objective on any direction then thing'swill moves swiftly and decisively. we the US should never let our guard down ..must put aside the difference and work together as one nation. If we can get over the notion of you red and I'm blue . Every one it's not easy task but American is a build by the most gifted , talented , strong will people. I'm sure we will overcome this.. its take a leader a role model. white is the big brother Then then the black., the middle one is Mexicans the youngest I guess is asian.. every one should work together as one then America can become a world leader again ..I'm a immigrant who are very fortunate to got a chance to come here and enjoy the American dream that the American people who work hard ,fought and created. I am forever grateful ...I sincerely hope and pray the big company will bring back manufacturer job back to the states then every can have job.. specially Boeing .. Im sure Boeing can over come this and quick..hopefully Boeing will come out with a better, safer airplane for the benefit of the American working people. .

  • Electric Trim Cut out switches have been in use for decades on all 737's. To reduce a potential stall, information from the AoA, angle of attack indicator is fed to MCAS and (with out pilot input) and if these conditions are met, (angle of attack is high, autopilot is off, Flaps are up) MCAS operates the electric trim, visible by the pilot, as the trim wheels are large 8” wheels that physically spins as the horizontal stabilizer moves upward at .27° per second up to 2.5°, then cuts out for 9.26 seconds and repeats. During bad AoA data, The Pilot is expected to recognize this condition as unwanted horizontal stabilizer movement or runaway. There is not a lot of things that move the nose down. start of Boeing bulletin issued Nov 6, 2018 "The Indonesian National Transportation Safety Board has indicated that Lion airflight 610 experienced erroneous AoA data. Boeing would like to call attention to an AoA failure condition that can occurred during manual flight only. This bulletin directs flight crews to the existing procedures to address this condition. In the event of erroneous AOA data, the pitch trim system can trim the stabilizer nose down in increments lasting up to 10 seconds. The nose down stabilizer trim movement can be stopped and reversed with the use of the electric stabilizer trim switches, but may restart five seconds after the electric stabilizer trim switches are released. Repetitive cycles of an un-commanded nose down stabilizer continue to occur unless the stabilizer trim system is deactivated through the use of both stab trim cut out switches in accordance with the existing procedures in the runaway stabilizer NNC. It is possible for the stabilizer to reach the nose down limit unless the system inputs are counteracted completely by the pilot trim inputs and both stab trim cut out switches are moved the cut out position. Additionally, pilots are reminded that in an erroneous AOA can cause some are all of the following indications and effects continuous or intermittent stick shaker on the affected side only, minimum speed bar red and black on the affected side only, increasing nose down control forces inability to engage autopilot, automatic disengagement on autopilot, IAS disagree, over ALT disagree, AoA disagree alert if installed, feel differential pressure light. Operating instructions- in the event of an un-commanded nose down stabilizer trim is experienced on the 737 - Max8, in conjunction with one or more fo the above indications or effects, do the runaway stabilizer NNC ensuring that the stab trim cutout switches are set to cut out and stay in the cut out position for the remainder of the flight. Note: initially higher control forces maybe needed to overcome any stabilizer nose down trim already apply manual stabilizer trim can be used after the stab trim cut out switches are moved to cut out.” end of bulletin My Personal opinion, I find it irresponsible and negligent that some pilots after the Lion Air Crash did not 100% fully understand and comprehend the bulletin. Does Boeing or Airline Company's have to hold the hand and walk these professional pilots through the bulletin. Do the pilots not take any personal responsibility. I personally was interested to learn all the details of the Lion air crash, and what caused it without any bulletin from Boeing, (I am not a pilot, an ex commercial fisherman), yet we have pilots flying the Max 8 with no or little interest in why one of their aircraft crashed. It disgusts me. Its not like these pilots drive a taxi full-time and to pick up a little extra cash flying a Max 8 on Weekends, this is all they do. Get with the program! I will cut pilots a little slack before the Lion air crash, but after, not a chance. Even my girl friend, which took interest in the Lion air crash, as we discussed it together. As soon as we heard some of the details from the Ethiopian Air crash, my gal offered, this “sounds like auto trim control again, too bad they just hit the cut out switches, and trim manually”. This from a person that has zero to do with airplanes, flying, or aircraft industry. Does Boeing issue bulletins in the language spoken in Ethiopia? Are Boeing bulletins in English only? Do airline’s have safety officers that talk to pilots about bulletins. Do the two crashes have anything to do with English as second language?

  • Would it help the pilot if the MCAS reported that it had added input? The pilot is usually of the opinion that he has control of the bird, and that he can over-ride the auto systems. A real bi*ch of a problem to find out that you have to fight the bird for control. We used to say (in the Navy) that systems always needed to be stupid proofed, made the least complicated that normal people could operate the system.

  • The story keeps getting deeper. This article (firewalled) states that MCAS is used on the military version (KC-46) of the B767: aviationweek.com/defense/boe...cd1cc979ac68a7

  • How do you know there’s a pilot in the room? He will tell you.

  • Great 👍 educator 👨‍🏫. Thanks 🙏🏻 🇵🇷🇺🇸🙏🏻.

  • In another related matter I would like to have your insight on the flight that took off from London. It was destined for Germany but ended up in Scotland. It seems that the flight crew had their heads up their you know what’s. It also tells me that computers are pretty good at flying planes without the pilots. I appreciate your insight and honesty in your videos. Thank you.

  • Article about that third pilot: www.latimes.com/business/la-fi-lion-air-boeing-737-pilot-20190319-story.html

  • Juan, as retired flight dispatcher in Switzerland, I am of course still interested in what's going on in aviation. Bravo for your clear speaking ! Congrats for your explanations that also a non-pilot can "digest". Eager to learn more from you. Kindest regards - Walti

  • Juan, I have been an aviation buff since I was a child,I live in Rio Linda under the approach to Mcclleland park . I see lots of cool aircraft. Today we were overflown by a u2. Nothing to do with the content of this video but I had to share this with you. There are lots of cool stuff that flies around this area.

  • Juan, have you seen that GoPro footage of a smaller commuter plane crashing into the ocean off the coast of Hawaii?

  • Best video I have watched in years. Perfect explanation of what is at issue. Very well executed example of the mcas system. Just a great video!!

  • Mr. Brown, Juan, I am gonna do some thinking about the act of journalism by a non-journalism and its value to our modern world. This is my first post and maybe last, but I wanted to add my gratitude for your very fine work NoSierraNev issues you are involved with. Our modern world makes it possible for your to be current in the Max issue. Awesome, dude! (Okay, off the philosophical.) Here is a link to a video about piloting in a tight situation, the need for familiarity with the aircraft, physics, and psychology for successful flying, i.e., bringing it back safely. cs-tv.org/tv/video-BBpqvPujZgM.html For folks who read this far check out 19:25-22:15 about the "startle" factor and what it takes for pilots to train around that. (I cannot imagine too many things more startling than flying into a fire with a tanker following you.) Juan, I also really like all of your assistants there at the Blancolirio World Headquarters. They are real and very likeable.

  • I love e the 757 My Favorite

  • Wow, only 40 seconds to figure out the problem and cut out the stall protection according to the simulator recreation of the Ethiopian airlines crash.

  • Great info, can't wait for the next update. I have worked both aircraft engine controls design and power (electrical) generation turbines, in powergen turbines the primary controls have 3 sensors that enable 2 out 3 voting logic to determine sensor validity (sometimes called triple redundancy). Always wondered why aircraft don't require that. I know on airliners the 2nd engine is considered the backup so with engine controls having 2 channels the other engine provides the additional backup control channel in a sense. But for flight controls, like stab trim and MCAS, only a pair of AOA's is used. Also, certain sensors like resolvers (en.wikipedia.org/wiki/Resolver_(electrical), allow some sensor integrity detection to occur such a "sum of squares" logic to assess sensor health and disable choosing that sensor for control as well as registering a fault code for a defective sensor that would require maintenance replacement.

  • In Test of Boeing Jet, Pilots Had 40 Seconds to Fix nyti.ms/2TYDNqP

  • The answer to how much time the pilots have to intervene in the case of runaway MCAS trim on the MAX is about 40 seconds: www.nytimes.com/2019/03/25/business/boeing-simulation-error.html

  • I would appreciate it if you would give a report that explains what actually happened regarding all of the fires in the oil storage site outside of Houston in Deer Park, Texas, and explain why all of this continuing disaster happened. Or a recommended Internet link would be appreciated. Did the company violate public trust and maintain a public disaster site, that was waiting to eventually happen ?

  • I don't know if you've seen this video but it is quite interesting and focuses on the 737NG. cs-tv.org/tv/video-vWxxtzBTxGU.html&feature=share

  • I appreciated you reviewing your history flying both civilian and military. I was at McClellan while you were at Mather flying the tweet. I'm surprised you can still hear. Oh, they were loud. Thanks... :-)

  • Beautifully explained. You are my no.1 source on this issue. Thanks.

  • I hope all the people who were saying the plane is safe and this is a giant conspiracy by Airbus to make Boeing look bad finally realize how their narrow mindedness and bias are useless when it comes to safety. Excellent video. Thank. you.

  • FAA - I am here to make sure you are building this properly. Are you building it properly.? Boeing - oh yes absolutely . FAA - Good job carry on.

  • Juan, does MCAS share any software or facilities of Boeing's FBW aircraft, I.e., is it an adaptation of an FBW component. I ask, in light of the similarity of the Amazon 767-300 crash with the two 737 Max crashes. In all three instances the flights ended with a steep dive into the ground, possibly all at full throttle. Also, you mentioned the engines on the 737 Max aircraft were mounted higher and forward of the original engines. We're they also mounted closer to the fuselage.

    • Juan, the following link contends MCAS is not unique to the 737 Max aircraft. It states a version of MCAS is used on 767 USAF tankers: www.mro-network.com/airframe/boeing-s-767-tankers-also-use-augmented-pitch-system

    • Ronald Craft MCAS is unique to the 737

  • I need help regarding your commentary around 15:40. I may understand why adding throttle will cause the nose to pitch up on these types of aircraft. The line of thrust from the engines is below the center of drag so adding power will create a moment on the aircraft that causes the nose to pitch up. But, that can't be right because raising the engines as in the 737 Max would reduce the distance between the line of thrust and the center of drag and the nose would tend to pitch up less. Help! Cognitive dissonance!

    • Jeff Sweeney The fact that there was some lift was known, the magnitude of the extra lift was larger than expected. Many links in this story. CFD is far from perfect.

    • Gordon, the extra lift should not have been unexpected. Boeing must have been doing CFD during the concept of this aircraft. I suspect the engineers at least knew about the extra lift at high AOA.

    • Thanks Gordon. I'm trying to understand why this bandaid MCAS was added to begin with.

    • Jeff Sweeney Juan didn't explain the whole story with the engines. Its complex, and not relevant to the crash Investigation. Technically it is caused by unanticipated lift on the large engine nacelles at high AOA that cause the pitch up moment, independent of engine thrust.

    • Jeff Sweeney bigger engines.

  • Thanks for making these vids. I haven't flown in 30 years and I'm about to get on a plane next week. Long ago I was briefly aircrew on the P3-C, the AO, got bounced around the can in the back 300' above the ocean. Loved it. Grew up flying on Pan Am 747's all over the globe as a kid. So, yeah not afraid of flying. But these latest two crashes have been rather unnerving so your vids are just spot on. Thanks again. My mother's 83 and it's going to be good seeing her. Been a long time. Got lots of confidence in the FAA and our commercial aviation because of you. You are also the future of journalism. Congrats on your success. Wish you much more, Captain.

  • The title of video should be Crashing Planes by Computer - smart computer takes over control & pilot watches as computer kills itself & all aboard. Engineers think the angle of attack sensor is smarter than the pilots so lets surprise the crew when there is a failure of one instrument.

  • Software testing fault simulation testing and finally real-time testing did they that everything no short cuts - looks like they miss the potential problem failure mode analysis key point Boeing is building so many orders trying to beat deadline after all that money and possibly missing very minute details. Now Indonesia is cancelling 49 planes on this model.

  • The startle effect you mention, and probably the confusion in an MCAS upset situation, are very valid points - and should answer all those who claim how "easily" the pilots should have solved the situation. Even though I have never worked in a cockpit with more than two pilots, I also agree on the third pilot perspective - I've seen that as jump seat rider a few times, and the simulator instructors claim they see everything we are doing when sitting behind us…. :-)

  • Thank You Juan for what you do. Great information.

  • THe manual turning of the jackscrew is very hard for just the first officer to do, in order to level it up to your capitan, while running the correcting list. He had to step in and help in his side in order to get it to his level for him to operate the alerones. I don't know, if you loose time here you can loose your plane quick

  • Clear, precise and understandable as always - even for a foreigner. I've been following you since the early days of the Oroville dam disaster. You should teach how to create media, how to speak understandably, how to prepare with information and how to pass that on. Thank you for your efforts!

  • My questions are many. What does the speed trim do, and has or could it malfunction intermittently like the MCAS. I assume speed trim counters the upward rotation (torque,moment) of the engine thrust. A speed trim malfunction on take off could be a big problem. Then the stated reason for MCAS, trying to mimic the feel of the 737NG. My question is how different is the feel of a short model to a stretch? 757-200 to a -300, a 737-600 to a -900, or a 787-8 to a 787-10? Are the rudder, trim, and elevator travel lessened on the stretch models to make the feel the same, or is this not an issue? And, I think you should do a whole extended video on all the aircraft you have flown. That is a comprehensive resume of aircraft and manufacturers.

    • Ted Cook The speed trim function on the B737 operates under manual flight, to assist the crew. The auto pilot is a whole different story. Its a real mix of systems built on top of an entirely manual aircraft.

    • Constant speed by adjustment of trim? Cruise control for airplanes using the trim instead of the throttles?@Gordon Richardson

    • Ted Cook Speed trim tries to keep the speed of the aircraft constant after a change in pitch. It tries to keep a smooth horizontal flight path, rather than a roller coaster.

  • Oh we will trade you our Tennessee rain for your California rains ;)

  • Very detailed and updated information Juan! Congratulations! Please keep us updated! Thank you!

  • Next I hope we get to see a pilot's-perpective video on the British Airways plane that mistakenly flew to Scotland instead of Germany.

  • Makes me wonder if the same type of thing may have happened to Giant 3591. 767 instead of 737 but still a Boeing aircraft. Haven't heard any updates since this channel on 3/12. Juan, your explanations/instruction are simply outstanding! Glad I found this channel. Blessings from a U.S. Air Force chaplain.

  • Hi Juan, I observed C-17 at the Davis Monahan air show over the past weekend. This aircraft has a total of six angle of attack instruments, three on each side of the nose. Interesting, not aware of how these instruments are utilized in the flight control system. In nuclear power plants, it is common practice to use multiple instrument inputs for critical control functions. The inputs require 2 out of 3 or 2 of 4 inputs to insure valid parameter input to initiate a control action. This method eliminates an incorrect or failed instrument input.

    • James Moreland The A350 also has a large number of nose probe measuring devices. It has a powerful flight computer to integrate and verify all of this information, along with GPS and inertial navigation.

  • These 2 crashes are regrettable however they were both new aircraft flown by crews not familiar with them, as Juan said there are switches to turn off the stabilizers. Quality of crew training not evident in these low end airlines.

    • peterincgy A safe and reliable aircraft should not depend on the pilots to recover from a computer generated malfunction.

  • Boeing designed "new bigger heavier" engines for the 737 MAX, that were more fuel efficient, and capable of trans Atlantic flights. Boeing did not redesign the frame of the aircraft to allow for the extra weight, and therefore the plane would not fly on a level angle. The nose tended to go up, and the new MCAS computer system, made the nose go back down to level. The MCAS system was fed "bad" information from the AOA ( angle of attack) sensors, and this caused the nose to point downward, all on it's own, without it being needed. These engines had to be mounted differently - more up and forward to fit. In order to stop this, the pilot's must "disengage" the MCAS system and manually take off and land. A lot of pilots in North America already have had to do this. It seems pilots in North America were better trained, and understood this, as this MAX 8 has logged many flights and miles in advanced countries, with no accidents, as the pilot's are better trained for emergency situations over here. Boeing is responsible for training pilot's properly, and making them aware of the new technologies, and how to disengage them if needed. Boeing did not even tell the airlines about MCAS until after the 1st accident. Boeing's at fault. Boeing will eventually have to "redesign" the frame of the plane, to accomodate the bigger engines, but in the interim - a quick software fix will be implemented. Of all the videos I've watched on CS-tv, this is by far the best and most thorough, and totally explains everything in an understandable manner, so great job by the maker of this video -"well done." I guess a lot of my comment just repeats what has been said in this great video -- but that's OK. And just to think they want "driverless cars"-- yikes, I just shudder to think of all the deaths that will because by bad sensors, technology etc. Are we to lazy as humans to drive our own cars ? Not me, I will never ride in one - nor own one.

  • Can pilots turn the m.c.a.s. Off preflight? Just curious?

    • Jerry Glen MCAS is software designed to run in the background during manual flight, and cannot be turned off. Juan can explain the implications.

    • no...I'll cover this in an update.