The airline currently operates both Airbus and Boeing narrowbodies, including Airbus A220, A320, and A321neo, as well as Boeing 737-800 aircraft. We do know that what seemed a straightforward fix to an unforeseen problem is now muddied-and that the 737 MAX won’t take off again until it’s been cleared up. EgyptAir has ordered its first Boeing 737 MAX aircraft and will receive a total of 18 as part of a lease agreement with Air Lease Corporation (ALC). We don’t yet know if the jet’s MCAS system is what brought the plane down, or what other factors may have been at work. And it would limit how many times it can engage.īoeing said it would have it done within a few months. Essentially, it would rejigger the software governing MCAS so that it wouldn’t be as prone to jumping into action based on one scary sensor reading, instead considering more data. The solution, then, is twofold: Boeing started by warning airlines that the MAX’s angle of attack sensors had malfunctioned before, that such a failure could lead the MCAS to push the plane’s nose down, and that pilots could safely defuse the problem by cutting off the trim system and working the plane manually.Īfter making sure pilots knew about the problem and how to resolve it, Boeing would work on a longterm solution. “We have this strange failure of this sensor signal, and behind it unfortunately we have a weak system implementation,” says Bjorn Fehrm, a Swedish Air Force veteran and aviation analyst with Leeham News and Analysis. The angle of attack sensor’s incorrect reading triggered a system the pilots didn’t know existed and didn’t know how to manage. Like most modern plane crashes, the Lion Air one was born of multiple problems. Ultimately, the plane crashed into the Java Sea, killing everyone aboard. Over the next 10 minutes, the pilots repeatedly tried to pull the plane’s nose back up, but the MCAS kept forcing the yoke forward, pushing the plane down. Careful and meticulous in-house production allows the. The 737 MAX was climbing normally, but due to a faulty sensor the digital flight data recorder detected a hard-to-believe 20-degree difference in the angle of attack between the left and right sides. cockpits, hardware and software for Boeing 737 NG, Boeing 737 Max and Airbus A320 flight simulators. The problem with the Lion Air flight was the MCAS went to work when it shouldn’t have. That has helped to spread out the cost and make it much more bearable. I have been building my Boeing 737 home cockpit simulator over many years as my time and budget have allowed. It’s distinct from an autopilot system, and only kicks in when the plane is being manually flown, the way a car’s traction control activates to keep a driver from skidding out. For most of us, building a home cockpit simulator is a marathon, not a sprint. “It’s a fancy name for what we used to call ‘a stick pusher,’” says Ross Aimer, CEO of Aero Consulting Experts, who is rated to fly every type of Boeing jet. When the MCAS detects the plane climbing too steeply without enough speed-a recipe for a stall-it moves the yoke forward, using the horizontal stabilizer on the tail to bring the nose of the plane down.
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