[Peetwo]

Flight Safety Detectives breakdown the NTSC LionAir FL610 report - 

For those interested in  the linked podcast from the FSDs is definitely worth the time (two to three coffee/beers) to tune into, some of the revelations and real facts touched on will give you a whole new (reinforce old) perspective/OBS  on the ongoing Boeing 737 MAX imbroglio...

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January 8, 2020
The (Real) Facts of the Indonesian Report
Episode 13

The Indonesian National Transportation Safety Committee (NTSC) final report regarding the crash of Lion Air Flight 610 continues to get a lot of media attention. Moving away from soundbites, John and Greg examine the actual words and facts found in the report and call out numerous false narratives.
 
Chaos in the cockpit? The report mentions that the sound of pages being turned in the operations manual could be heard on the cockpit voice recorder.
 
Aircraft failure? The report does not support that conclusion. The report documents known maintenance issues that were not fixed more than 20 days before the crash. It also fails to dig into the pilot training program.
 
These and other facts in the report lead to conclusions other than the current focus on the aircraft as being the root cause of the crash, according to the Flight Safety Detectives.
 
They also discuss recent developments at Boeing and the impacts for airlines, employees, investors and the flying public.
 


Photo: Greg in the simulator at Boeing Headquarters in Seattle.

https://www.podbean.com/site/EpisodeDown...EA12E2CF84

Not trying to beat the FSD boys drum here, however:

From Byron Bailey via the Oz:

In praise of automation, every pilot’s best friend

Aviation luminaries such as Captain Chesley “Sully” Sullenberger have publicly stated that a lack of manual flying skills is a major problem facing airlines. Of course former fighter pilots such as Sully would feel that way as that was what flying in a bygone era was all about.

However, the horse has bolted. The modern airline paradigm is about automation. Engagement of autopilot is mandated by most airlines straight after takeoff. Ninety per cent of the flight is done before engine start by programming the FMCs (flight management computers). Typical airliners like the Boeing 777 have three interlinked FMCs controlling three autopilots. Only one of each is necessary for flying the aircraft automatically, so the redundancy makes for a very safe operation.

En route the pilot workload is very low.

Approaching destination, the pilots just insert the arrival clearance received from air traffic control and enter into “the box” runway in use, wind and temperature. The automation will then fly the descent, approach and landing, controlling speed in the process by the auto-throttles.

The pilot has the option of taking over manually when fully established on short final and landing the aircraft. Australia, being somewhat backward aviation-wise, means that manual landings are the norm, due to lower quality airfield ILS (instrument landing systems).

Even engine failures are best handled by the automation as TAC (thrust asymmetry compensation) means the correct amount of rudder will be automatically inserted to keep the aircraft flying straight.

People will immediately throw in “well what about the two Boeing 737 MAX crashes?” As I found out when I visited Seattle last month and flew Boeing’s B737 Max simulator, the story is somewhat different. Mainstream media does not let facts get in the way of a good story.

I flew the whole Lion Air crash scenario, which was not difficult to handle, and then an ILS approach to a landing with the stick shaker going and using manual trim. This crash was the result of an unserviceable aircraft with a known fault being allowed to continue in service without rectification and the pilots not being informed of the problem.

The Ethiopian crash was different. The captain handled the runaway trim (manoeuvring characteristics automation system) correctly but then did not reduce engine thrust, which stayed at takeoff power N1 94.1 per cent, until the crash at very high speed six minutes after takeoff. Having very inexperienced copilots did not help in either incident.

Boeing has mandated that pilots do a full simulator-type rating on the B737 Max, which previously was just a “differences” course from previous B737 NGs. This is a good move as it will, if the International Civil Aviation Organisation (ICAO) does proper oversight, compel third-level airlines to do proper simulator training of its pilots.

The biggest problem by far is not lack of manual flying skills but lack of pilot training in managing the automation. Chuck Yeagers are not necessary in the modern airline world. Cerebral, computer-savvy pilots are.

Pilot error statistically accounts for nearly 95 per cent of aircraft accidents. Pilot error is actually caused by misjudgment. Automation, if properly managed, is not capable of a human error misjudgment.

Airline flying has never been so safe and statistically it is much safer than riding in a car.

MTF...P2