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November 15, 2018, 08:32:22 AM
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CAP Talk  |  Recent Posts
CAP Talk  |  Recent Posts
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 21 
 on: Yesterday at 02:38:46 PM 
Started by whatevah - Last post by mn_smokeater
Prospective Senior Member awaiting the word from National.  Looking forward to working with fellows and the cadets. Starting to get the uniforms together.

 22 
 on: Yesterday at 01:37:42 PM 
Started by PhoenixRisen - Last post by PhoenixRisen
Great/! I'm glad that worked out for you! Is there a way you can keep us updated on what the cause was? One of my Assistant Wing/DPs currently has that same issue that you had, and I gave him the same helpdesk recommendation.

Will do!  As soon as I hear from the Help Desk, I'll get back here with the cause.

 23 
 on: Yesterday at 01:33:52 PM 
Started by PhoenixRisen - Last post by kcebnaes
Great/! I'm glad that worked out for you! Is there a way you can keep us updated on what the cause was? One of my Assistant Wing/DPs currently has that same issue that you had, and I gave him the same helpdesk recommendation.

 24 
 on: Yesterday at 12:43:55 PM 
Started by OldGuy - Last post by TheSkyHornet
My read from the article is that Boeing did not include a system description in the AFM.  Therefore it was not in the company training, and thus pilots had no idea there was a system like this installed in the aircraft.

That was my take as well, but I'm also reading a TIME re-write of a Bloomberg article quoting union representatives, not statements from the carriers or Boeing.

Working for an Embraer operator, there are definitely some -isms with the E-birds in the AFM. Embraer has a tendency to remove procedures from the AFM, which we, in turn, need to change in our AOM; and then come back to say "Oops, we should put that back in" with little explanation as to why it came out to begin with.

There's a definite delicate balance to the Operator-Manufacturer interface.

 25 
 on: Yesterday at 12:23:16 PM 
Started by OldGuy - Last post by cnitas
My read from the article is that Boeing did not include a system description in the AFM.  Therefore it was not in the company training, and thus pilots had no idea there was a system like this installed in the aircraft.



 26 
 on: Yesterday at 11:26:02 AM 
Started by OldGuy - Last post by TheSkyHornet
From the article:
Quote
Flight crews have a right to be concerned that details about the new system weren’t included in manuals and the short training courses they were
required to take before flying the upgraded 737

Is the issue here that the AFM didn't include the system description, or that the company's AOM and training materials didn't (and if it's in the AOM, it needs to be in training)?

I'm not huge on the "short training courses" line in the TIME article. I think that's an over simplification of differences training, both in ground and sim. I'm not familiar with the full differences between a 737-800 and a MAX 8, but I'm assuming that the Task Levels under the MDRs are a D- or E-level difference.

It may very well be that Boeing did not put a full system description in the AFM, and that the carriers never introduced it to flight crew members. But we don't know if that had any impact in the Lion Air accident.

Still more details to be learned here before major assumptions that Boeing contributed to the accident. Definitely something to address if Boeing did not include the automated push-over in the AFM; more so if they did and the carriers didn't.

 27 
 on: Yesterday at 11:14:12 AM 
Started by Live2Learn - Last post by TheSkyHornet
Quote
Well, there is one thing you can do for an autopilot malfunction and there are no circuit breakers that you can pull.
Turn Off the AVIONICS MASTER SWITCH for a minute.
This should kill the power to the Autopilot and disengage the clutches.
Turn the Avionics Master back ON you should be good to go.

The POH/AFM should have that in there.

What seems to have happened with N7FG is that the pilot didn't know what to do, being unfamiliar with the aircraft.

If you fly an aircraft that you're unfamiliar with, it's imperative to review the abnormal/emergency procedures to know memory actions. That said, GA is plagued by a lack of memory actions since you're operating an aircraft based on category and class rather than type certificate. Jumping from aircraft to aircraft can contribute to a lot of issues (which is why, in the 121 world, even though you have multiple type certificates, you're generally restricted to your group/type, albeit differences).

If you 'kill' the avionics in a moment of distress---and let's be clear, that may be an improper action to take if you haven't reviewed the AS/ES procedures---do not reset them without first reviewing the AS/ES steps. Let the radios stay off, and maintain level flight. Troubleshoot using procedures and see if the avionics should be turned back on. Depending on the aircraft system, it's possible that when you reactivate the avionics, it could re-engage the autopilot; and you don't want that.


All in all, this is a really good SAFO for aircraft owners/operators to re-familiarize themselves with their AFM and review their cockpit to compare systems in the AFM and what's actually installed. If you have procedures that require you to pull a circuit breaker, and you can't physically pull the button, then you need to look into whether or not you should replace the buttons---the intent of the SAFO.

 28 
 on: Yesterday at 04:06:09 AM 
Started by Cliff_Chambliss - Last post by OldGuy
I know this is an old thread, but I tried looking for the tyronne power video without success. Link ?

 29 
 on: Yesterday at 04:05:07 AM 
Started by Cliff_Chambliss - Last post by OldGuy
I know this is an old thread, but I tried looking for the tyronne power video without success. Link ?
https://www.atomictheater.com/skysentinels.htm

 30 
 on: Yesterday at 12:35:17 AM 
Started by Cliff_Chambliss - Last post by SAR-EMT1
I know this is an old thread, but I tried looking for the tyronne power video without success. Link ?

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