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Ethiopian Airlines: Boeing 737 crashes on way to Kenya
An Ethiopian Airlines Boeing 737 passenger jet has crashed on a flight from Addis Ababa to Nairobi in Kenya. The flight is believed to have had 149 passengers and eight crew members on board, the airline says. (www.bbc.com) Más...Sort type: [Top] [Newest]
It is a shame financial liability issues delay release of preliminary info from the voice recorder of Ethiopian Flight 302. It would be interesting to hear the dialog in light of yesterday’s announcement by the Ethiopiann Aviation Authority that the crew did everything right.
And as it was described in one article, Boeing had to find a way — with the 737 Max 8 — to fit 12 gallons into a 10-gallon jug, if you can visualize this. The bigger engines that they designed required a different airplane. It really isn’t a Boeing 737. They call it a 737; it’s got the basic overall shape, but it isn’t.
It’s got entirely new flight characteristics because of these new engines and the changed center of gravity. The nose gear, for example, is eight inches longer. You’ve noticed 737s. They’re really low to the ground, and the engines on a 737 at the bottom are flat because they’re so close to the ground. Well, you can’t put a bigger engine on that airplane. You have to change the design. So you need to have it higher off the ground with longer nose gear. Not main gear.
Just the longer nose gear, which has to do with the perceived angle of attack as the airplane is taking off — which is the key to all this, if you strip it all down. They changed some of the aerodynamics of the tail cone. They added some new winglets and fly-by-wire spoilers and they put gigantic new big displays in the cockpit for Millennial-age pilots, who love screens. So the 737 Max ends up with a nose pointed higher in the air to begin with, and it has larger engines. And the design of engines is such now that they create lift on their own, of course, with their aerodynamic thrust, in addition to the lift created aerodynamically over the wings.
https://www.rushlimbaugh.com/wp-content/uploads/2019/03/APP-031419-737.jpgSo that makes the airplane nudge even higher. The nose nudges even higher in terms of angle of attack flying through the air. Now, Boeing discovered through analysis and flight testing that under certain high-speed conditions both in wind-up turns and wings-level flight, that upward nudge of the nose created a greater risk of stalling. Stalling is when you don’t have power to maintain your level of ascent. So the natural way to correct for a stall is to drop the nose and ram the throttles forward full-fledged power. You have to have enough altitude to do that.
It’s got entirely new flight characteristics because of these new engines and the changed center of gravity. The nose gear, for example, is eight inches longer. You’ve noticed 737s. They’re really low to the ground, and the engines on a 737 at the bottom are flat because they’re so close to the ground. Well, you can’t put a bigger engine on that airplane. You have to change the design. So you need to have it higher off the ground with longer nose gear. Not main gear.
Just the longer nose gear, which has to do with the perceived angle of attack as the airplane is taking off — which is the key to all this, if you strip it all down. They changed some of the aerodynamics of the tail cone. They added some new winglets and fly-by-wire spoilers and they put gigantic new big displays in the cockpit for Millennial-age pilots, who love screens. So the 737 Max ends up with a nose pointed higher in the air to begin with, and it has larger engines. And the design of engines is such now that they create lift on their own, of course, with their aerodynamic thrust, in addition to the lift created aerodynamically over the wings.
https://www.rushlimbaugh.com/wp-content/uploads/2019/03/APP-031419-737.jpgSo that makes the airplane nudge even higher. The nose nudges even higher in terms of angle of attack flying through the air. Now, Boeing discovered through analysis and flight testing that under certain high-speed conditions both in wind-up turns and wings-level flight, that upward nudge of the nose created a greater risk of stalling. Stalling is when you don’t have power to maintain your level of ascent. So the natural way to correct for a stall is to drop the nose and ram the throttles forward full-fledged power. You have to have enough altitude to do that.
If automation removes the pilots from the cockpit, then who will "they" have to blame crashes on?
The subcontracting programmer that wrote to code from incomplete specs.
Then there's the CVR transcript snip reading "I'm sorry Dave, I can't do that"
Then there's the CVR transcript snip reading "I'm sorry Dave, I can't do that"
There is always the current president, whoever that may be at the time.
The manufacturer, of course.