You are talking about the top 1% of the gene pool. That's about all that's allowed to work by themselves. All mechanics working for third party contractors are the ones that couldn't land a decent job. Their low pay and lack of basic airframe specific training would scare the hell out of you! Generally a fresh A&P with a week of training max. Kalitta Maintenance, Whoa!

Kevbo didn't do well in the MX world for some reason and now has an ax to grind. Take it with a grain of salt. I'm not sure he's even an airline pilot. He also hates mil pilots.

I disagree, the fact that it may have been pilot error means it is something the rest of us can learn from and avoid. A mechanical failure is a pilot’s worst nightmare. Nobody wants an Alaska flight 261 or an air Midwest 5481 scenario.

The NTSB investigation reveals that the aircraft experienced some small vertical accelerations consistent with turbulence, a normal part of every flight. Shortly after entering the turbulence, the throttle of the aircraft was increased to 100% as the nose pitched up to 4 degrees. The aircraft then pitched down to 49 degrees, about four times the normal maximum pitch of a commercial flight. With this pitch, the aircraft plummeted towards the water and increased its speed to 430 knots from its initial assigned speed of 230 knots. The flight data recorded indicates that the pilots attempted to recover as the final pitch of the aircraft was about 20 degrees downward, less than half of the initial descent pitch.

The stall warning system did not activate, meaning that the sudden increase to 100% throttle and the steep pitch down were not necessary to recover from a stall. The NTSB also indicated that the pitch down was commanded, either intentionally by one of the pilots or by the autopilot, and was not a result of an elevator failure.

Former NTSB investigator Greg Feith mentioned that the autopilot was still engaged when the aircraft was on its rapid descent meaning the pilots were fighting automation.

The NTSB is still in the process of analyzing the cockpit voice recorder data which could provide crucial evidence as to what exactly happened in the cockpit. The transcripts from the cockpit voice recorder will be released to the public when the audio has been analyzed according to the NTSB.

FAA says Boeing has developed a software patch and pilot training program to address issues with their flight control computer operations. The US Air Force also has ordered a review of training procedures for military pilots of large cargo and transport planes, including Air Force One. Air Force officials said it's a precaution to make sure pilots know how and when to turn off automated pilot systems if they encounter problems.

If it's the scenario recently posted in Pprune there is one thing the left seater can learn from but you can't learn much from what the right seater did.

Yeah, I realize they said the audio is difficult to decipher, but right now a reasonably accurate CVR transcript seems like the Rosetta Stone to this whole thing. Even a simple phrase like "What's it doing?" would provide crucial context.

It’s hard to comprehend how experienced pilots could sit there while the autopilot pushes the nose down through 10 degrees, then 15, 20, 25, 30, 35, 40 degrees and nobody reaches up, grabs the yoke and pushes the disconnect? A 40+ degree push over and your floating out of your seat? There’s got to be more.

It’s hard to comprehend how experienced pilots could sit there while the autopilot pushes the nose down through 10 degrees, then 15, 20, 25, 30, 35, 40 degrees and nobody reaches up, grabs the yoke and pushes the disconnect? A 40+ degree push over and your floating out of your seat? There’s got to be more. Were both pilots on the flight Deck?


I agree... Don't know about you..but If I saw the aircraft pitching down to 49 nose down with full thrust. I do not sit back and let it happen.. first action is: click, click!!

This is all so wrong..

The negative Gs must have been amazing, their eyes must have been bleeding