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The Latest: Lion Air jet had airspeed problem on 4 flights
The head of Indonesia's National Transportation Safety Committee, Soerjanto Tjahjono, says the "black box" data recorder from the crashed Lion Air jet shows its last four flights all had an airspeed indicator problem. (www.yahoo.com) Más...Sort type: [Top] [Newest]
My big question is.... Why was this plane even flying after the 2nd squawk.... I would have ferried the a/c to a full service maintenance base and it would not have left until it was fully repaired and certified with a FULL Positive Maintenance Action Performed that I was happy with... I have parked more than one plane that I was not comfortable with and will do it again in a heart beat even if people get upset with me for delayed or canceled flights....
I agree, sparkie, but the 2nd?..I would have yanked it, and parked it the first, and told Boeing to get their butts over here and give the whole thing a go over..2 month old plane should not be having these issues.
If Boeing then discovered it was operator related, get on Lion's butt!
If Boeing then discovered it was operator related, get on Lion's butt!
My argument for the 2nd is simple... Pilot Error, Mechanic could not find anything wrong. A lot of times the crews especially on a new plane do not understand all the systems as well as they do... That is also why there are 3 totally independent systems so that you have a backup.
Good argument, but if I have 2 flight deck people telling me a same issue, knowing there are backups in place, and they have flown this particular model, if mechanic could not find anything, I don't think I would risk it. I would still want Boeing to go over it, then, like I said, prepare for my own butt kick if it was operator error. There are lemons in everything.
My reasoning is that of a car, for example. I may be new to driving that brand new 3 month old model, don't have it all configured yet, but the check engine light comes on, back to the dealership it goes.
My reasoning is that of a car, for example. I may be new to driving that brand new 3 month old model, don't have it all configured yet, but the check engine light comes on, back to the dealership it goes.
Keep in mind that Maintenance only talks with 1 crew member when working on a discrepancy, usually the captain... Sometimes when you are working the desk you have to go with what the Mechanic sees because he is our eyes in the field.... As for having Boeing to go over it... Usually it is the company mechanic that would be working on it... 1 or 2 times does not warrant getting the manufacture involved.
If this happened on the past 4 flights, then in my opinion, this is a maintenance problem. Its way to early to assume this is a design issue. If American, Southwest, United and any other -MAX operators are not having this issue, then it is likely not a model or design issue. My concern is that the carrier rushed or failed to repair the issue and get the plane in the air. I also have a hard time figuring out how in fair weather the crew managed to possibly stall the aircraft. I am not a 737 pilot by any stretch of the imagination, but I would like to believe in VFR conditions, there should be no reason for the plane to stall and crash unless they failed to disconnect the A/P and that would also be pilot error.
I agree, That is why I would have gotten certified people that specialize in the system... You are correct... It is a Maintenance problem... Keep in mind that other countries do not have the same regulations and quality control that we have... As far has figuring out how the crew stalled the plane.... I am thinking lack of CRM or improper CRM... Someone was not following procedures!
The stick shaker/pusher will activate without the autopilot. We tested the stall warning system on every flight. I could override it with one hand. Disengaging the autopilot will not stop the pusher. However, the pusher can easily be over ridden by the pilot.
This crew should have a basic knowledge of power and performance. Level the aircraft using outside references or the attitude indicator. Set power and ignore all other inputs. This is similar to spatial disorientation. Trust your attitude indicator, VVI and power. You're getting garbage in--garbage out from the automation.
This has to be a difficult procedure but hand flying the jet is the most important task. They were day, VFR and over water. Damn it, do whatever it takes to fly the jet even if it takes both of you to override the pusher. FLY THE JET.
This crew should have a basic knowledge of power and performance. Level the aircraft using outside references or the attitude indicator. Set power and ignore all other inputs. This is similar to spatial disorientation. Trust your attitude indicator, VVI and power. You're getting garbage in--garbage out from the automation.
This has to be a difficult procedure but hand flying the jet is the most important task. They were day, VFR and over water. Damn it, do whatever it takes to fly the jet even if it takes both of you to override the pusher. FLY THE JET.