737 Max

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#1,522
I just completed my MAX return to service distance learning which will be followed by sim training in February.

All I will say is that the Speed Trim System (which includes MCAS and the pitch stability system) has got redundancy upon redundancy now.

I said this earlier in the thread and I will say it one last time: when we bought the MAX, as with any airplane, we analyzed an enormous amount of flight data; during ~50k cycles, ~91k hours, collecting ~750k data points.

Why? Because we cannot rely on what the manufacturer tells us. We need to know what is happing always with the airplanes on a daily basis and stop the operation of an airframe if it unsafe.

When I go to work it’s basically a billion dollars worth of responsibility for me personally. For my airline it’s a a matter of getting it right ~4k / day. There’s absolutely no allowance for failure. Period.

Cheers,

Greg
 
#1,524
Bonsai said:
How can stalling a plane where the airflow over the wing and control surfaces is severely compromised be termed 'operating as they should'
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Because there has to be some control post-stall, or, as I’ve said before, any and all stall events would be unrecoverable and that is plainly not true.


The plane has clearly gone outside its normal operational envelope and although a good pilot might recover, often they don't.
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Outside the normal envelope, yes.

Good pilots will recover. Bad ones don’t.

The wings and control surfaces will only start to work properly again (i.e. provide lift and control) when the airflow is correctly attached
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This statement is true for the wing, but only somewhat true for the rest of the surfaces. Much like your misunderstanding about falling after a stall, everything does not just disappear - there is some influence and control available


and that wont happen unless the AOA is within operational bounds
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This is true for the wing, not necessarily the control surfaces

and the airplane is moving forward fast enough.
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Not necessarily. Stall is purely a function of AOA. Yes, speed helps, but you can stall at any speed.
 
#1,528
Maybe. Depends on which school of thought taught you. And what phase of the recovery you are taking about. In a typical single, you'll have better rudder effectiveness pulling full aft. (To lift the elevator and expose more of the rudder to the airflow, which is effectively coming straight up after the 2nd turn.)

Power to idle and neutral ailerons is more important than elevator location when stopping the rotation. (Which is done by the rudder.)

Anyway, the important thing to remember about spoon recovery is that it's a stall with a rotation. You must stop the rotation first, once that's done it's just a stall recovery. (Which, of course, is mostly elevator...) 🙂
 
#1,529
Sure, but what I was getting at is that PARE is a school of thought, and the acronym has a very widely-understood (trademarked, no less) meaning. It's confusing to reference an acronym but redefine one term in it.


On actual procedure this seems like another one of those cases where almost every generalization will have exceptions!
 
#1,539
Before anybody asks, Sriwijaya Air 182 was a Boeing 737-524, which is not a MAX, but a “737 Classic.”


737-200 has the skinny JT8D engines
737-300/400/500 “Classic” have CFM56 engines
737-600/700/800/900 “Next Gen” have upgraded CFM56 engines and a new wing
737-7/8/9/10 “MAX” have CFM LEAP-1B engines
 
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