One key tenent of safety culture is that alternatives have to be weighed for all decisions, and while two plane crashes five months apart is worthy of a very very serious investigations, it's still a super rare event. Will the grounding result in more driving is a real question.
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Hi, take a look at my tweets
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is the risk of increasing deaths from driving (not clear to me there is much of a substitution effect) worse than the longer term risk of a mass delegitimization of the fragile trust in the safety of air transport? problems w/ system go beyond pilot training in my understanding
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There's been a lot of chatter by pilots on unofficial channels. Apparently, this has been an on-going concern from people who fly them. Several experienced pilots have reported that they had similar issues as Lion Air but were able to resolve it.
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how do you get pilots up to speed without grounding the planes first?
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It’s not just a training issue. It’s a fundamental design flaw they tried to patch in software, and it’s not a good patch.
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This covers the highlights -- multiple pilot incident reports of nosedives when the autopilot was engaged.https://techcrunch.com/2019/03/13/after-faa-doubles-down-on-737-decision-canada-grounds-the-planes-amid-reports-of-complaints-from-u-s-pilots/ …
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If Ethiopian Air and Lion Air had slowed back down under 200kts and set flaps back to take off extension they would have regained control as the MCAS, causing nosedown input, is disabled when flaps are extended.
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I read something - not sure where now. This uses a new control system (not sure which). The pilot was having trouble fighting to keep the nose up. If the pilot is unable to control it, it can't be assumed safe. So many airlines have chosen to ground planes until investigated.
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IIRC there’s an analysis out there that a) on the basis of the two crashes, the MAX is getting into car territory (currently 3x , a third no survivors crash would be close to break even) and b) if you look at it the operators, they are over-water, and cars can’t replace.
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