Can you share your source that the KC-46 was the genesis of the MCAS system? I haven't heard that before either, but the KC46 is basically a 767-300ER built on the 767-200 body, so it's certainly plausible that it suffers from some power/pitch anomaly that requires artificial stabilization... The 7...

plhought wrote: ↑

Wed Oct 30, 2019 2:58 pm

Can you share your source that the KC-46 was the genesis of the MCAS system?

I haven't heard that before either, but the KC46 is basically a 767-300ER built on the 767-200 body, so it's certainly plausible that it suffers from some power/pitch anomaly that requires artificial stabilization...

I had read that the AOA comparator warning system was an option, but I'm pretty sure the MCAS still relied on a single AOA data source, regardless if the comparator warning option was installed. The comparator warning would give an additional clue to the crew in the event of false MCAS stab trim act...

The latest info from Boeing is that the fix is primarily software, and I did not know that the Max already has dual AOA sensors fitted. MCAS will now require AOA to agree before activating, etc. Odd that they didn't set it up that way to begin with.

The max is a bridge to far for the 737 classic architecture. Likely what it really needs is a completely new FBW empennage, something that would have required a new type designation.

That's interesting. I haven't been following the story lately. What about the fix will require new hardware and wiring? It remains to be seen what they are doing for the fix, but there was talk of having to go to dual AOA input and AOA comparator warning at minimum for MCAS. I’m not sure if this co...

I'll be curious to see the size and scope of the modification man hours required per fin. I suspect it will be more than a simple software load, and probably will involve hardware and wiring. Could be a bit of a holdup as well.

Back in the day, Air Canada had the ability to hire untrained junior mechanics and train them in house all the way to fully licensed. This basic training program was dismantled many years ago. Now they have to beat the bushes to find good guys with experience. The shortage of experienced AME's is pr...

Also this shorts soiling event in recent times caused by crossed aileron cables:
https://aviation-safety.net/database/re ... 20181111-0

valleyboy wrote: ↑

Sat Sep 07, 2019 6:24 am

welcome to low cost flying

a.k.a. pigs in space..

I asked a spark plug company rep about this at a trade show once and he said the downside is that anti seize can have unpredictable effects on the heat transfer from the spark plug into the head.In the automotive sector, seizing issues are much more prevalent now due to spark plug replacement interv...

Frame is a write off. Being cut up for scrap on site.No surprise there.

This thread has drifted way off topic. The subject aircraft in this accident did not have any record of the lift strut AD being complied with, and 2 fine people lost their lives as a result.And the methodology of determining the serviceability of the lift strut has also been brought into question by...

It seems to me that back in the days before CARS, that it was the AME's responsibilty to check an verify AD compliance on an annual, but I agree that this is no longer the case. It's unfortunate that in this instance, the owner just didn't go out and purchase new struts for a couple hundred bucks ea...

Gotta wonder about the mentality of some AME's running around signing off annuals on bug smashers like this without any due diligence.. Huh??? Why wonder about the AME's? It is the owners responsibility to determine airworthiness. If he doesn't direct or want the AME to do any AD research - it's no...

So if strut AD was not complied with, C of A was invalid, and likely had been for 3+ years? Gotta wonder about the mentality of some AME's running around signing off annuals on bug smashers like this without any due diligence..

No idea what the particular circumstances were of this event, but typically at large and busy airports like FCO, boarding gates and lounges are continuously in use and not available outside of slot times, and there is no provision for deplaning on the tarmac unless its an emergency evacuation. Some ...

So are the max guys still getting paid to sit around or have they started re-training?

Not sure but kind of looks like Gerry Norberg, think he owns his own norseman...looks like he's adding the underwater exhaust mod.

Brought to you by the same folks that produced the Super Complication...

Another issue nobody is talking about is the age of the RCAF A310 fleet. Those ex-wardair machines are now around 35 years old and must be on the verge of non-viable. I'd say a mixed 737-based fleet order of p8/wedgetail/BBJ would make economic and operational sense. Another plus is commonality with...

While there is no doubt that the hornets need to be replaced, if the government is serious about the arctic, they should be looking at some P8's and a few wedgetails to replace the Auroras as well as a deep water port. Better yet would be a made in canada solution like the BBD Global based surveilla...

Pretty safe assumption that this fellow will be on midnights in the hangar for the forseeable future so I'm sure he's got nothing to worry about as long as he can hold it until break time. If it's a medical issue then that's another story...

The whole carry-on issue has gotten completely out of hand since they started charging for checked bags. Scary watching the bins flex in turbulence when they are way overloaded.One of these days the whole thing will detach and come down on the pax in a hard landing. What gets me is every domestic fl...

That's interesting hypothetical speculation but it sounds a lot like insider trading so highly doubtful anything like that could happen in this day and age.