You do know that the major driving force for additional training or not is the customer (airlines) right? They're the ones who bear the most burden of additional training, not the manufacturer. So they would've pressured Boeing to maintain as much commonality as possible to minimize their training footprint. And at the end of the day the feds have to sign off on everything. So to suggest that Boeing is mostly responsible for a lack of training is pretty weak.

(Written on 08.06.2019)(Permalink)

Somewhere a village is missing its idiot...

(Written on 04.05.2019)(Permalink)

Paging Bill Engvall, paging Bill Engvall!

(Written on 12.04.2019)(Permalink)

No, the 737 autopilot is designed to not engage if there is force being applied to the yoke. Also, if you suspect a trim problem and run the appropriate checklist the first item is to disconnect the autopilot. We've been taught over and over through the years to not trust the automation, and if there's any doubt about what the airplane is doing to disconnect everything and fly manually until everything is back to normal.

(Written on 04.04.2019)(Permalink)

Holy shit talk about dishonest headlines. This is the very first paragraph from the article: According to the Wall Street Journal, the pilots of the crashed Ethiopian 737 MAX 8 acted exactly according to the emergency procedures written on the checklists and then deviated from them. So the trim is misbehaving. They turn it off according to procedure (good). Then they decide that's not good enough apparently and turn it back on (bad). And somehow the headline is they "followed emergency procedures accordingly"?! Bullshit, no where in the QRC/QRH does it ever say to turn the trim back on after it's been disabled.

(Written on 03.04.2019)(Permalink)

Wrong again. Per FRM: The thrust reverser can be deployed when either radio altimeter senses less than 10ft, OR when the air/ground safety sensor is in the ground mode. Maybe they shouldn't have tried to land, I don't know. But I do know you should stick to topics you actually have knowledge of and stop trying to crucify this crew for failing to follow procedures/checklists without any evidence whatsoever.

(Written on 10.12.2018)(Permalink)

That may have been the case with the Classic, but not the NG. From the FRM, auto speed brake deployment occurs with RA less than 10ft and strut compression or main wheel spin up more than 60kt and thrust levers idle. If they forgot to arm the auto spoilers they would still deploy when 1) main wheel spin up. 2) Thrust levers idle. 3) Reverse thrust levers positioned for reverse. Speed brake deployment, or lack thereof, is a required callout upon touchdown. Same with reversers.

(Written on 10.12.2018)(Permalink)

"At no point in your rambling, incoherent response were you even close to anything that could be considered a rational thought. Everyone in this room is now dumber for having listened to it. I award you no points, and may God have mercy on your soul."

(Written on 08.12.2018)(Permalink)

Easy to Monday Morning QB but acceleration would've been abnormally slow. Clue #1. And when all else fails and the end of the runway is upon you there's always Emergency Thrust!

(Written on 22.11.2018)(Permalink)

You misspelled Obama!

(Written on 13.08.2018)(Permalink)