Nutz

Funny that you didn’t follow what I was saying despite your screen name.

FollowMe

I followed just fine, thank you. Every day countless flights encounter nonstandard situations and great crews use CRM to mitigate, thus there is nothing for us to hear about.

My point is, it is a huge deal when an incident that could have been avoided with CRM costs lives. There is simply no excuse for it and every one of these instances should be broadcast as far and wide as possible until we eliminate them completely.

patplan

Lion Air: Sensor replaced day before crash, problems persisted

Problems were reported on a Lion Air jet that crashed into the sea off Jakarta even after technicians replaced a sensor on board the aircraft, investigators said.

Indonesian authorities confirmed Wednesday that the angle of attack (AOA) sensor was replaced after a flight from Manado, in North Sulawesi to Denpasar, Bali on October 28. The Boeing 737 MAX 8 then made another flight to Jakarta that same day, and the pilots reported further problems....

...Investigators said the jet experienced problems on its last four flights -- including, crucially, the flight that crashed, according to Soerjanto Tjahjono, the head of the National Transportation Safety Committee (KNKT).

Boeing released an operational bulletin on Wednesday, warning all airlines about how to address any erroneous readings related to the AOA sensor. The Federal Aviation Administration (FAA) later issued its own directive that advised pilots about how to respond to similar problems....

In its statement on Wednesday, Boeing said that the Indonesian transport committee had indicated that Flight 610 had "experienced erroneous input from one of its AOA sensors." [source]

My question is how long it takes normally to replace the said AOA sensor and to properly recalibrate it ?

It appears that PK-LQP had about 11-12 hours in DPS to have AOA sensor replaced before its next flight to CGK.

Thx.

rickair7777

From my observations on other jets...

I would guess an hour tops (assuming the part and technician are both present). That's not pitot-static, so probably no involved calibration required (a pitot probe can take hours to test/calibrate after installation).

Unscrew some screws, disconnect cannon plug, installation is the reverse of that. Probably have to seal the plate, might take some time for the sealant to dry, possibly some number of hours.

Typhoonpilot

The APA has put out a letter to all pilots to describe a system new to the Max that is not described in the Flight Crew Operating Manual. It is called Maneuvering Characteristics Augmentation System (MCAS) and will drive nose down stabilizer trim when the AoA exceeds a threshold based on airspeed and altitude. It only works in manual flight with flaps up.

1wife2airlines

So, level flight autopilot on, but speed decays because of whatever, auto pilot trims stab up while pilots don't notice? When approaching stall, because of stab trim position, pilots don't have enough down elevator control to offset current stabilizer trim so Boeing trims down for them? Is this one of the things that Boeing added the MCAS for?
I also heard some reference to steep turns. If you trim during steep turns (my mantra learned during pilot training was "trim, trim, trim", but who knows now with the current aircraft) but let airspeed decay would the elevator not be able to unload the aircraft and Boeing wanted to help again.
Or is there some other reason for adding the MCAS other than the unlikely situation of the pilots trimming while slowing to that angle of attack that would trigger the MCAS. I could see something like that happening at altitude though but it could happen on earlier models also. Did the stretch change things where the stab might not allow elevator control? Of course, the older 737s ( I think) and the 727 could be put in a rare situation where you couldn't even trim electrically if you had opposite elevator input until you relaxed the elevator input and air load.

gipple

Got to love how the FAA looks the other way and claims ignorance by allowing operators to put new aircraft into service with multiple changes and system enhancements. A 3 hour differences course (no mention of this system or even a paragraph in the AOM). No simulators produced prior to service introduction.
The bribery tentacles run deep into the polyester brigade.
Boeing and the airlines have the feds on their knees like a $10 hooker.

GuardPolice

This is rapidly becoming a major scandal for Boeing.

https://www.wsj.com/articles/boeing-...d=hp_lead_pos2

trip

As it should be, I'm shocked that MAX pilots don't even know if they have a stick pusher or not? and if it can be overridden or not?

JetEagle

Am I the only one who finds it odd that the 737 control yolk is missing a pitch trim disconnect button. Can someone who flies Boeing enlighten me as to the human factors philosophy in excluding a button that nearly every other airplane has on their controls.