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Carlo Fratini

Boeing 737 MAX 8 da Ethiopian Airlines cai logo após a decolagem

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737 MAX não é fly-by-wire. O que ele possui é o MCAS, que possui um funcionamento diferente

 

AMM 27-61-00

 

B. The Fly-By-Wire spoiler control system gives lateral control and speed brake signals to the flight
spoiler actuators through the Spoiler Control Electronics (SCE). The speed brake signals also
control the ground spoilers through the Ground Spoiler Control Module (GSCM).
Somente spoiler é fly-by-wire

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E a ANAC hein? Tudo bem que a Gol decidiu por conta própria groundear as aeronaves, mas a ANAC não deveria se posicionar também?

 

Deve estar em situação similar às da FAA e da JAA.

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E a ANAC hein? Tudo bem que a Gol decidiu por conta própria groundear as aeronaves, mas a ANAC não deveria se posicionar também?

 

tivemos o procon se posicionando!

 

 

 

 

 

sim é uma piada.

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Ruifo, como está o mapa de Max's em operação? Alguma mudança na Europa?

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Ruifo, como está o mapa de Max's em operação? Alguma mudança na Europa?

 

 

B737-MAX voando neste momento
12-Mar-2019, 10:30 (Cidade do México, Denver)
12-Mar-2019, 11:30 (Chicago, New Orleans)
12-Mar-2019, 12:30 (Manaus, Cuiabá)
12-Mar-2019, 13:30 (Brasília, São Paulo)
12-Mar-2019, 16:30 (UTC, Zulu)
b38m-7m8-4.jpg?w=888

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Boeing and the FAA have responded to today’s actions.

Boeing started by saying: “Safety is Boeing’s number one priority and we have full confidence in the safety of the 737 MAX. We understand that regulatory agencies and customers have made decisions that they believe are most appropriate for their home markets.”

“We’ll continue to engage with them to ensure they have the information needed to have confidence in operating their fleets. The United States Federal Aviation Administration is not mandating any further action at this time, and based on the information currently available, we do not have any basis to issue new guidance to operators.”

The FAA were clear in the assumptions being made with Lion Air Flight 610, which went down five months ago.

“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. “

The FAA also added that activities regarding airworthiness directives after this incident were completed by Boeing.

However, design changes on the likes of MCAS and flight control system enhancements will not be completed until April 2019.

There are currently 59 operators worldwide of the 737MAX, with 387 units in service.

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Itália e Polônia groundearam os MAXs

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Sei que ainda é cedo, mas será que a AA vai postergar a troca de equipamento de 752 para o 737 MAX 8 no BSB-MIA que ocorrerá em maio? Tirando o meio aeronáutico e os entusiastas, pouca gente sabe disto ainda, mas será que se decidir manter a troca, sofrerá algum impacto por parte dos passageiros?

 

Off-topic: sobre a troca de equipamento, acho que é um tiro no pé, voei em janeiro na rota BSB-MIA-LGA de executiva e o downgrade nessa classe será bizarro, até minha filha que é criança reclamou que não queria voar na classe executiva no trecho MIA-LGA pois aquilo não era classe executiva e a aeronave no trecho era um MAX 8.

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Itália e Polônia groundearam os MAXs

Bélgica, Holanda... Abriram a porteira na Europa

 

A EASA não tem autoridade para fazer isso em todo espaço aéreo europeu?

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Bélgica, Holanda... Abriram a porteira na Europa

 

A EASA não tem autoridade para fazer isso em todo espaço aéreo europeu?

EASA respondeu rápido a minha pergunta

 

737 MAX está suspenso do espaço aéreo europeu

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Mais uma: India

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Quatro Max 8 da G3 estão retornando agora pra CNF

De MCO
PR-XME
PR-XMG

De MIA
PR-XMF
PR-XMC


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A dimensão da suspensão das operações do MAX 8 (a nível mundial), me faz pensar que já existe, nos bastidores, informações do que aconteceu com o MAX 8 da Ethiopian.

Acredito que ainda é muito cedo para isso.

Deve ser apenas ninguém querendo deixar na reta caso um outro acidente venha a acontecer.

 

Como você acha que uma investigação é feita? Os caras levantam hipóteses (igual estamos fazendo aqui), e depois vão atrás de confirmar essas hipóteses levantando provas (o que obviamente nós não temos como fazer).

Levantam as hipóteses baseado nas informações que eles possuem (e nós não) e respondem elas através de um corpo técnico altamente qualificado, com diversos acessos (que também não temos aqui).

Portanto pare de brincar de Cenipa e deixe o trabalho para os profissionais.

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Se não me engano, me corrijam se eu estiver equivocado, na antiga Varig as tripulações técnicas de 737-200 e 737-300 operavam ambos também.

Na varig sempre foram dois grupos: Os que só voavam os 200, e os que voavam os 300/400/500/700/800.

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Airbus: Hey, I am putting a new engine on A320 and I call this wonder NEO.
Boeing: I am doing better and putting a new engine on 737. I call this masterpiece MAX.
Boeing’s engineer 1: We have a problem. These new engines are larger than the previous ones. No adequate ground clearance.
Boeing’s engineer 2: Easy. Mount them higher and farther forward on the wings.
Boeing’s engineer 3: No, we will have a destabilizing effect , especially at lower speeds during high-banked...
Boeing’s engineer 2: Don't worry. We have an app, sorry system, for that. It is called MCAS.
Boeing’s engineer 4: Good. Let's give training to pilots about this new system.
Boeing people 1: No, we promised airlines to minimize the costs of pilot retraining.
Boeing people 2: He is right. They will not buy MAX if there is costly and time-consuming training.
Boeing’s engineer 4: Oh. At least, let's make them know about it.
Boeing people 1: Yeah, somebody prepare a briefing.
Boeing people 2: HOORAY. Here is a shiny presentation for the customer.
Boeing’s engineer 4: This is insane.
Boeing people 1: Relax. We don't hide anything. Everything is written in maintenance manuals.
Boeing Engineer 5: Knock knock
FAA: Who's there?
Boeing Engineer 5: Boeing ODA.
FAA: ODA who?
Boeing Engineer 5: ODA who does self-certification and whose engineers sign off on their own work on behalf of you.
FAA: Here is your certificate. Now, go away. I am listening " I don't care, I love it" song.
Boeing Engineer 6: Hey guys, here is the certificate from FAA.
European Regulators: Good job.
Brazilian Regulator: I don't like you and I don't like FAA. I require that pilots be made familiar with the change.
Boeing: Whatever. I married your old girlfriend.
After the accidents
FAA: The investigation has just begun and to date we have not been provided data to draw any conclusions or take any actions but we stopped listening to that song. I ensure you that we will ground 737 MAXs just as soon as one crashes in the US.
--------
I am not saying that this is what happened. Reality is more complicated than fiction. I am saying that it is all Airbus's fault. They started this rat race.

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As ações da Boeing cairam quase 13% já desde ontem (hoje já são 6%), não creio que vá cair muito mais, mas a demora em tomar decisões para parar a frota dos MAX fez ela perder alguns vários milhões.

 

https://br.advfn.com/bolsa-de-valores/nyse/BA/cotacao

 

Alguém comentou num post atras sobre os dados das caixas do MAX da Lion, no site avherald tem os prints dos gráficos, são umas variações absurdas, aposto que os gráficos do Ethiopian devem ser muito semelhantes.

 

 

 

https://br.advfn.com/noticias/DJN/2019/artigo/79455832

 

By Andrew Tangel and Andy Pasztor

Boeing Co. is making a significant software change to a flight-control system in the new 737 MAX aircraft implicated in last year's Lion Air crash, a fix that comes amid growing world-wide unease about the aircraft's safety following a second crash of the model.

The change, which was in the works before the Ethiopian Airlines plane crash over the weekend, would mark a major shift from how Boeing originally designed a stall-prevention feature in the 737 MAX when it first delivered to airlines in 2017.

U.S. aviation regulators are expected to mandate the change by the end of April.

Boeing publicly released details about the planned 737 MAX software update on its website late Monday. A company spokesman confirmed the update would include a change to use multiple data feeds in MAX's stall-prevention system -- instead of the current reliance on a single sensor.

The change was prompted by preliminary results from the Indonesian crash investigation indicating that erroneous data from a single sensor, which measures the angle of the plane's nose, caused the stall-prevention system to misfire. The series of events put the aircraft into a dangerous dive.

Focus on the update has taken on greater urgency as aviation regulators and airlines around the world have grounded their MAX fleets, following The Ethiopian crash over the weekend -- despite no links being made between the two crashes by investigators.

The MAX software change is expected to take about an hour for each plane, a Boeing spokesman said Tuesday. He declined to offer other details about how the system would weigh the multiple data inputs.

"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," Boeing said late Monday in a statement.

The FAA has decided to allow the 737 MAX to continue flying, a break with counterparts in countries including the U.K., Australia and Singapore, which grounded the model in recent days.

The investigation into the Oct. 29 Lion Air crash is continuing, but has focused on the stall-prevention system, apparent maintenance lapses and potential pilot error. Investigators have revealed little about the circumstances leading up to the Ethiopian crash, but have found cockpit voice and data recorders.

Boeing had initially designed the system to rely on data from a single sensor that measures what is technically known as the angle-of-attack. Engineers determined such a design would be simpler and was in line with the plane maker's long-held philosophy to keep pilots at the center of cockpit control, a person familiar with the matter said.

Boeing's earlier design of the flight-control system, known as MCAS, has puzzled some pilots and safety experts, who wondered why the system didn't rely on multiple angle-of-attack values.

Mike Michaelis, chairman of the safety committee at American Airlines Group Inc.'s pilot union, welcomed news of the coming Boeing software fix.

"That's the way it should have been in the first place," he said.

Write to Andrew Tangel at Andrew.Tangel@wsj.com and Andy Pasztor at andy.pasztor@wsj.com

(END) Dow Jones Newswires

March 12, 2019 14:41 ET (18:41 GMT)

Copyright © 2019 Dow Jones & Company, Inc.

 

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Emirados Arabes Unidos suspendeu a operação dos MAXs

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NYT disse que o CEO da Boeing ligou para o Donald Trump esta manhã pedindo para ele não groundear os MAX nos EUA

 

Trump fez um tweet falando sobre aeronaves hoje

 

"Airplanes are becoming far too complex to fly. Pilots are no longer needed, but rather computer scientists from MIT. I see it all the time in many products. Always seeking to go one unnecessary step further, when often old and simpler is far better. Split second decisions are needed, and the complexity creates danger. All of this for great cost yet very little gain. I dont know about you, but I dont want Albert Einstein to be my pilot. I want great flying professionals that are allowed to easily and quickly take control of a plane!"

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"Airplanes are becoming far too complex to fly. Pilots are no longer needed, but rather computer scientists from MIT. I see it all the time in many products. Always seeking to go one unnecessary step further, when often old and simpler is far better. Split second decisions are needed, and the complexity creates danger. All of this for great cost yet very little gain. I dont know about you, but I dont want Albert Einstein to be my pilot. I want great flying professionals that are allowed to easily and quickly take control of a plane!"

 

Meu Deus rs

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Na Varig, o grupo do 737 era divido entre 737-300 e o 200, na época cada um com seu type. Os 300 tinham EHSI e algumas diferenças, por isso que DAC não homologou a época. Lá fora era liberado, os Southwest 200 e 300 éram todos analógicos.

As filosofias do MAX e do NG são extremamente semelhantes. O curso de diferenças aplicado para nós acompanha a mesma linha do dado pela Airbus aos pilotos do A320 que voarão também o A320neo. São pouquíssimas as diferenças na operação de um do outro (NG/MAX), no que se refere ao voo manual e aos procedimentos normais. Não há motivo para panopretagem: quem voa NG voa MAX, e vice-versa. Zero dificuldade adicional.

 

Contudo, em relação ao A320, apesar das mudanças deste não se limitarem aos motores, as mudanças do MAX são mais abrangentes.

 

Outra questão levantada é a do type rating comum para ambos. Lembro que os operadores de 737-300/400/500 e 737-700/800/900 podiam manter tripulações voando os diferentes tipos dentro da mesma empresa, dada a similaridade de ambos. Ou seja, não se trata de algo novo, mas de algo já visto e experimentado antes na indústria.

 

Se não me engano, me corrijam se eu estiver equivocado, na antiga Varig as tripulações técnicas de 737-200 e 737-300 operavam ambos também. Ou, senão na Varig, isso ocorria na VASP.

 

A arquitetura de controles de voo é, na sua essência, exatamente igual à do 737NG. Como já levantamos a bola em outras vezes, o Boeing 737 segue uma concepção igual à adotada desde o 737-100 - resguardadas as devidas proporções e aprimoramentos.

 

Tenho como opinião o esgotamento da família 737. Não há mais o que a Boeing possa fazer para dar sobrevida ao modelo, já defasado e atrás do seu tempo. Aguardemos as cenas do próximo capítulo...

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NYT disse que o CEO da Boeing ligou para o Donald Trump esta manhã pedindo para ele não groundear os MAX nos EUA

 

Trump fez um tweet falando sobre aeronaves hoje

 

"Airplanes are becoming far too complex to fly. Pilots are no longer needed, but rather computer scientists from MIT. I see it all the time in many products. Always seeking to go one unnecessary step further, when often old and simpler is far better. Split second decisions are needed, and the complexity creates danger. All of this for great cost yet very little gain. I dont know about you, but I dont want Albert Einstein to be my pilot. I want great flying professionals that are allowed to easily and quickly take control of a plane!"

 

Assino embaixo do que ele disse.

 

Podemos não saber se foi isso que houve com o Ethiopian, mas complexidade excessiva do sistema pode sim ser fator contribuinte para uma tragédia. Pilotos estão lá para colocar o avião no chão em segurança e sistema autônomo nenhum deveria se sobrepor à comandos diretos dos pilotos, msm que tenha um jeito A, B ou C de desligar o sistema, é carga de trabalho inútil pro piloto num momento crucial onde cada segundo perdido conta.

Edited by diasfly
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Está ficando feio para os EUA e a Boeing, penso que se uma major tomar a decisão de groundear a frota, a pressão vai aumentar.

 

A conta vai vir amarga para a Boeing, todas elas vão querer compensação.

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