埃塞俄比亞航空737客機往內羅比途中墜毀
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只係負責裝位同噴油，隻機仲係美國製
推咗幾頁以為有咩新資料
原來係幾條小學雞喺到拗頸
原來係幾條小學雞喺到拗頸
新料:
On Mar 11th 2019 at 19:42Z the FAA announced: "Today, the FAA will issue a Continued Airworthiness Notification to the International Community (CANIC) for Boeing 737 MAX Operators." At 22:37Z the FAA released the CANIC for both Boeing 737-8 MAX and 737-9 MAX stating, they continue to monitor pending changes in the MCAS system, AoA Sensor Signal improvements and MCAS maximum command limits as well as training requirements associated with MCAS following their initial reaction to the crash of LionAir JT-610. The FAA states: "External reports are drawing similarities between this accident and the Lion Air Flight 610 accident on October 29, 2018. However, this investigation has just begun and to date we have not been provided data to draw any conclusions or take any actions."
On Mar 11th 2019 at 19:42Z the FAA announced: "Today, the FAA will issue a Continued Airworthiness Notification to the International Community (CANIC) for Boeing 737 MAX Operators." At 22:37Z the FAA released the CANIC for both Boeing 737-8 MAX and 737-9 MAX stating, they continue to monitor pending changes in the MCAS system, AoA Sensor Signal improvements and MCAS maximum command limits as well as training requirements associated with MCAS following their initial reaction to the crash of LionAir JT-610. The FAA states: "External reports are drawing similarities between this accident and the Lion Air Flight 610 accident on October 29, 2018. However, this investigation has just begun and to date we have not been provided data to draw any conclusions or take any actions."
On Mar 12th 2019 Boeing issued following release with respect to MCAS, Lion Air Flight 610 and Ethiopian flight 302:
For the past several months and in the aftermath of Lion Air Flight 610, Boeing has been developing a flight control software enhancement for the 737 MAX, designed to make an already safe aircraft even safer. This includes updates to the Maneuvering Characteristics Augmentation System (MCAS) flight control law, pilot displays, operation manuals and crew training. The enhanced flight control law incorporates angle of attack (AOA) inputs, limits stabilizer trim commands in response to an erroneous angle of attack reading, and provides a limit to the stabilizer command in order to retain elevator authority.
...
The FAA says it anticipates mandating this software enhancement with an Airworthiness Directive (AD) no later than April. We have worked with the FAA in development of this software enhancement.
It is important to note that the FAA is not mandating any further action at this time, and the required actions in AD2018-23.5 continue to be appropriate.
A pitch augmentation control law (MCAS) was implemented on the 737 MAX to improve aircraft handling characteristics and decrease pitch-up tendency at elevated angles of attack. It was put through flight testing as part of the certification process prior to the airplane entering service. MCAS does not control the airplane in normal flight; it improves the behavior of the airplane in a non-normal part of the operating envelope.
Boeing’s 737 MAX Flight Crew Operations Manual (FCOM) already outlines an existing procedure to safely handle the unlikely event of erroneous data coming from an angle of attack (AOA) sensor. The pilot will always be able to override the flight control law using electric trim or manual trim. In addition, it can be controlled through the use of the existing runaway stabilizer procedure as reinforced in the Operations Manual Bulletin (OMB) issued on Nov. 6, 2018.
...
A Boeing technical team is at the crash site to provide technical assistance under the direction of the Ethiopia Accident Investigation Bureau and U.S. National Transportation Safety Board. It is still early in the investigation, as we seek to understand the cause of the accident.
For the past several months and in the aftermath of Lion Air Flight 610, Boeing has been developing a flight control software enhancement for the 737 MAX, designed to make an already safe aircraft even safer. This includes updates to the Maneuvering Characteristics Augmentation System (MCAS) flight control law, pilot displays, operation manuals and crew training. The enhanced flight control law incorporates angle of attack (AOA) inputs, limits stabilizer trim commands in response to an erroneous angle of attack reading, and provides a limit to the stabilizer command in order to retain elevator authority.
...
The FAA says it anticipates mandating this software enhancement with an Airworthiness Directive (AD) no later than April. We have worked with the FAA in development of this software enhancement.
It is important to note that the FAA is not mandating any further action at this time, and the required actions in AD2018-23.5 continue to be appropriate.
A pitch augmentation control law (MCAS) was implemented on the 737 MAX to improve aircraft handling characteristics and decrease pitch-up tendency at elevated angles of attack. It was put through flight testing as part of the certification process prior to the airplane entering service. MCAS does not control the airplane in normal flight; it improves the behavior of the airplane in a non-normal part of the operating envelope.
Boeing’s 737 MAX Flight Crew Operations Manual (FCOM) already outlines an existing procedure to safely handle the unlikely event of erroneous data coming from an angle of attack (AOA) sensor. The pilot will always be able to override the flight control law using electric trim or manual trim. In addition, it can be controlled through the use of the existing runaway stabilizer procedure as reinforced in the Operations Manual Bulletin (OMB) issued on Nov. 6, 2018.
...
A Boeing technical team is at the crash site to provide technical assistance under the direction of the Ethiopia Accident Investigation Bureau and U.S. National Transportation Safety Board. It is still early in the investigation, as we seek to understand the cause of the accident.
新加坡都跟支那force ground 737 Max
坡仔咁鬼嚴
其實會唔會係機司唔熟737max8個操控，上次出事好似話無熄個乜乜系統搞到程式入面打交
岩喎
唔係禁黎有咩意思.....
唔係禁黎有咩意思.....
新款機真係幾危險，之前睇ACI，有個機師因為引擎故障又有煙味，就好肯定係左邊引擎有問題所以熄左佢，因為該型號飛機之前咁多代都係左引擎吸入空氣，但佢架機係最新一代已經改左設計所以熄錯左引擎
其實好難收皮
1）737NG條生產線未停產，佢大可以繼續賣NG系列
2）好多公司都未收到飛機，佢地都係訂住先，應該會採取觀望態度，因為就算係撻訂轉Airbus, 你依舊都係要等幾年
禁飛唔係一件壞事，只係波音點樣睇依件事，350隻飛機看似好多，但係窄體飛機黎講只係冰山一角
1）737NG條生產線未停產，佢大可以繼續賣NG系列
2）好多公司都未收到飛機，佢地都係訂住先，應該會採取觀望態度，因為就算係撻訂轉Airbus, 你依舊都係要等幾年
禁飛唔係一件壞事，只係波音點樣睇依件事，350隻飛機看似好多，但係窄體飛機黎講只係冰山一角
仲有747 777 787 頂住
但冇一款有成5000部訂單，密食當三翻
regional 不嬲最大市場，而家咁搞法airbus 都未必食得曬舊餅
mc21 同 c919 如果飛安紀錄良好同定價ok分分出真係殺到出來
mc21 同 c919 如果飛安紀錄良好同定價ok分分出真係殺到出來
俄佬同屍攪一攪就唔好FF啦
班傻仔咁都嘈交,唔怪得人地話呢度係兒登,根本兩邊各自用唔同角度比較係會有兩個答案,嘈到2046都唔會有一邊贏
,根本兩邊各自用唔同角度比較係會有兩個答案,嘈到2046都唔會有一邊贏我擒日set 300掃Boeing，點知都唔係人踩人
換飛機唔係換電話咁簡單
訂過另一款飛機即係要撻訂波音既單，重新請過/訓練過一班機師/維修員
依家波音最多都係輸哂d意向訂單
訂過另一款飛機即係要撻訂波音既單，重新請過/訓練過一班機師/維修員
依家波音最多都係輸哂d意向訂單
所以大陸真喺好醒，一知道有時就停飛，真心勁