Comments by "GH1618" (@GH-oi2jf) on "Mentour Now!" channel.

  1. Remember that former CEO Muilenburg came up from Boeing engineering. Boeing does have engineers in key executine positions, including the President of Boeing Commercial Aircraft.
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  2. The 767 production line is still operating, to buid Air Force fuelers. It seems to me that it would be better to design a new commercial aircraft based on the 767 fuselage, to use this production line when the KC-46 production ends.
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  3. You are assuming that good relations between Russia and the west are never restored. I hope that’s not what happens.
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  4. Calhoun should have no say in his replacement. Pope should stay as head of Boeing Commercial Airplanes, while an outsider takes over the company. If she fixes BCA, she would be in a good position to be the next CEO of Boeing.
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  5. Muilenburg was a Boeing lifer. He was the one who mismanaged the MCAS problem.
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  6.  @conglomerate8245 — Those crashes were aberrations, not indicative of a trend in declining safety. There is no question that it was a major screwup, though. I hope Boeing have learned something from it.
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  7. Crimea is gone, and it is legitimately a part of Russia, in my opinion. It was Russian from about 1800 to the mid 1950s, and the people overwhelmingly wanted to return to Russia. They do not consider themselves Ukranian.
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  8. The early 737s had a serious problem which caused crashes.
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  9. No, the government (FAA) needs to keep a close eye on Boeing.
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  10. I read that Boeing refused to accept terms demanded by the AF, so they chose not to compete on the terms offered.
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  11. It seems to me that Air France has cockpit management issues.
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  12. It isn’t really a 50 year old airplane. It is in its fourth generation. There have been many improvements which have modernized it. The reason it survives is that it is a good aircraft. Airlines would not buy it otherwise.
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  13.  @agoogleuser4317  — Boeing has had several hits.
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  14. That is not an accusation you should make without evidence. Would you make it under your actual name?
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  15. An airliner is an airplane used for commercial transportation of passengers, which is the category of airplane being discussed. It is perfectly good terminology.
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  16. Slide rules are efficient. When high precision was needed, electromechanical or electronic calculators were used. Calculators have existed for a long time.
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  17. The NTSB determined the most probable area to search. Based on that information, Bob’s neighbor told him he should check his yard, where he found it. The NTSB, Bob’s neighbor, and Bob, working together, found the door plug.
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  18. Or even not-so-crazy unusual circumstances, such as those leading to the Asiana 214 crash.
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  19. Russia is a thousand-year-old culture. They will survive and their aviation industry will survive, in the long run. In the short run times will be hard, but Russians have lived through far worse.
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  20. I won’t believe that until I read it in the NTSB report.
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  21. They are bolts with castle nuts and cotter pins. It is better than just a pin with a cotter pin, because the nut keeps the assembly snug.
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  22. It is almost as long.
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  23. Tires aren’t a mess. I remember when tires changed from all inches to mixed inches/mm. It was a big nothing. Most people don’t worry about tire sizes. They just buy what their manual recommends or what is already on the car. Many people just leave it up to a tire dealer. Those who do tinker with their tire sizes are able to deal with it.
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  24. But at a much lower rate than the Comet-1. Most crashes are due to pilot error, but in the case of the Comet-1, to structural failure.
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  25. One thing you haven’t mentioned is that the side sticks generally are operated by a different hand when switching seats, while the yokes are operated the same way from either seat. Is this significant from a human engineering standpoint?
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  26. The door is designed to rotate downward before disconnecting, so not likely.
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  27. The unions are not the problem at Boeing.
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  28. Harris Haters are so pathetic. They think everything comes down to partisan politics.
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  29. It measures air pressure and is used to calibrate the sensors used in normal operation.
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  30. Involvement in Ukraine is the most reckless thing any US president has done in my long lifetime. It is distressing that there is so little opposition to it.
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  31. Not really. There have been many improvements over the years. The instrumentation is modern.
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  32. The KC46 problems are not serious.
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  33. Not true. Mentour is not the only airline pilot to have debunked this nonsense. Just look at a photo history of aircraft and you will see that the engines can be placed just about anywhere.
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  34. In British English, it would be “are.” MP is European, so British usage is what I would expect.
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  35. But it wasn't doomed. They are still selling 737s.
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  36. With that objective, we might all end flying on Chinese aircraft. Would that be better?
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  37. If you listen to the video, you will find that the customers wanted 737s, not 757s.
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  38. MCAS activation does not denote failure. It adjusts the feel of the aircraft in a certain situation to make it more closely handle like the previous generation. It only happens once because once is enough. I think it is associated with climbout after takeoff.
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  39. They were sold but to no-shows. The plane made many flights over a couple of months. No one could have predicted when the door would blow out.
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  40. One has nothing to do with the other. I'm opposed to arbitrary limits on the age of elected officials, but I am opposed to both of those old coots, for different reasons.
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  41. Canadians tried to kill Bombardier before Boeing got involved.
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  42. Muilenburg’s handling of the MAX problem was a disgrace, and disasterous for the company. Boeing is now run by somebody who was on the board and stood behind Muilenburg until it became impossible to keep him.
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  43. All aircrat will give you a wild ride in turbulent conditions.
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  44. I think this design has been around for awhile and used in other aircraft. The engineering did not fail if the door was not secured properly and not inspected.
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  45. The 757 is obsolete. Why don’t people get over it?
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  46. All things considered, I think converting these aircraft was a good choice, even if the United States has to pay more for some of the exceptional costs. The total cost is small compared to many other ways the United States wastes money. As for the FAA certification, the right way to have handled that would have been to let the Air Force review and waive the FAA certification requirements selectively.
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  47. Muilenburg (CEO of Boeing at the time of the MAX introduction) was an engineer.
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  48.  @enigma591  — They are not. It seems to me the Russians have been fairly cautious around Kiev. I do not believe they want to destroy Kiev, the “Mother of Slavic Cities.” I hope this conflict is settled before significant damage is done to irreplaceable old structures in Kiev.
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  49. Periodic reports of position might be practical. Just enough information to be able to locate a lost aircraft.
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  50. Delta will get the -10 model, the largest 737. They still have more A320s that B737s.
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  51. I fly on 737s already.
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  52. It makes sense that Embraer would target B757 replacement.
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  53. Johnston
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  54. NASA didn’t use mixed units. A contractor used the wrong init and NASA didn’t catch it.
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  55. Right. It would be better to terminate the middle managers who screwed up the MAX. Only two executives were canned for that fiasco. Two more if you count Calhoun and the last executive of the Commercial Airplane Company.
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  56. They should accomodate US businesses. If they don’t, the businesses will fail and everything we use will come from China. The US Congress will have no influence over China.
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  57. The bolts which hold it in position seem to have been missing.
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  58. Ridiculous! That is not possible. Boeing will build what customers want, not what random people in YT comments want.
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  59. That’s as bad as driverless cars and trucks.
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  60. I think flying SWA is a bigger risk than flying on a MAX.
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  61. The recertified 737 MAX has had no crashes. It is a safe aircraft.
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  62. Accuracy does not depend on units. You should know that. Neither does precision. The quality of tools and the skill of the person using them are what matter.
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  63. Please don’t!
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  64. I hope you are joking.
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  65. If Boeing Commercial Aircraft fails, the space will not be filled by Airbus, but by Chinese aircraft. I don’t want that to happen. Calhoun was on the Boeing board at the time of the MAX crashes, when they were defending Muilenburg. I have no confidence in Calhoun’s business acumen.
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  66. I concur.
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  67. Most companies nowadays have a 401K instead of a traditional pension. I think Boeing has a 401K. You can't discuss this issue fairly without considering the whole approach to retirement at Boeing. In my industry we like 401K plans. We don't like traditional pension plans. A 401K is a portable pension. Traditional plans could go broke or be looted by the company. That's why portable pensions have replaced them.
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  68. The Tu 144 was not forced to take evasive action. The Mirage was not going to shoot it down or crash into it. The Tu pilots should have just ignored it. I think they were just showing off their plane, which is what they were there for.
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  69. His bio is on the Boeing website. He does not have a doctorate.
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  70. It is just too late to change.
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  71. Nobody copied the engine placement of the Comet.
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  72. It is still around because Boeing's customers wanted an upgrade instead of an entirely new aircraft. That has been known for a long time. It will stay around for awhile because there is a large backlog of orders.
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  73. If the war is settled sensibly, the aircraft will be returned, inspected, and recertified. If it develops into WW III, it won’t matter.
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  74. The early 737s did have a fatal defect which somehow escaped your (lack of) aeronautics knowledge.
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  75. Not likely.
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  76. Calhoun serves at the pleasure of the board. The board is the problem. Boeing had an incompetent board when the MAX crashes happened, and I doubt it is much better now. Calhoun was on that board.
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  77. The KC46 is a fine aircraft, based on the venerable 767. It just had some growing pains, which is not unusual.
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  78. It ought to be criminal to hide defects in airplane structures from the airplane maker or the FAA.
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  79. One almost did. Several people were injured.
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  80. The CEO is new. I'll give him a chance.
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  81. That is not very old for an airplane like this. It is clear it made an unusually hard touchdown.
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  82. Not exactly. The DoD does hold them accountable for problems with their products.
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  83. There shouldn’t be many English bolts on modern cars, because the US auto industry converted to Metric decades ago. What make still has English hardware? What year? What part? Don’t count spark plugs; tho nuts are always English, but take special sockets.
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  84. The pilots will only be talking to the investigators.
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  85. There always were two sensors. They only used one at a time.
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  86. Less reliable, far more expensive, and unnecessary.
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  87. She should stay at the Commercial Airplane division, though.
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  88. If Boeing were buried, Chinese planes would replace them. We would have no control over the building of Chinese planes. I want Boeing fixed, not buried.
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  89. They didn’t “get away” with it. They were found out and forced to fix it. The whole affair cost them dearly.
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  90. That’s wrong. Metric units were defined independently. In 1893, the United States adjusted US Customary units to be defined in terms of Metric units. In the 1950s they were adjysted again to unify US Customary with Imperial for linear measure and weight (mass).
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  91. You are right. But for an Airbus example, look at Qantas 72.
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  92. The problem has been fixed.
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  93. Remember, though, that the next CEO was Muilenburg, an engineer and Boeing lifer, who (mis)managed the MAX MCAS crisis.
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  94. I concur.
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  95. I changed planes once when a long hike and a train ride were necessary to get to the next gate. The crew for the 2nd plane knew how many passengers were making the connection and they were waiting for them. It was the same airline on both ends. One of the advantages of avoiding discount airlines.
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  96.  @tomstravels520 — I was referring to the yokes as compared to the side sticks. The throttles are the same for both types of planes. True, when operating the throttle, you must be able to hold the yoke with either hand, depending on the seat, but it still seems to me that operating a yoke with the dominant hand most of the time would be an advantage.
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  97. We (in the USA) have never used Imperial units, which were introduced in 1824.
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  98. Qantas 72 (A330) had three AoA sensors. Look it up. Three sensors are not required. All earlier 737s had two sensors. The reason there was never a similar problem is that AoA disagreement was benign because no automatic control inputs were made. An alert was displayed and the pilots could figure out which sensor was working.
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  99. I think the B707 was a graceful aircraft.
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  100. wrong
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  101. Not as much as they once did.
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  102. No, those cargo doors had a poorly designed latch. That isn’t the case here.
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  103. Gun controls are also placed on a yoke, such as in the Beaufighter.
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  104. The landing gear was modified for the -10 for slightly greater height. There is a limit to what can be done without major alterations to the airframe. Besides, that's not the whole cause of the problem.
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  105. If Boeing leaves the commercial airplane business, their market share will be taken over by China. Does that sound like an improvement?
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  106. Musk is a cult figure and posts like this prove it. Cults are not the answer.
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  107. good point
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  108. This was an aberration.
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  109. No, it was Montreal to Edmonton.
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  110. Who cares what Musk says?
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  111. It isn’t possible to fall out if it is assembled properly. Because the door plugs a doorway that is designed for a functioning emergency exit door, it uses the retention system that was designed for that purpose.
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  112. Arjan Meijer, head of Embraer Commercial Aviation.
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  113. They did redesign it for the -10, but that doesn't change the effect that MCAS addresses. It's a small lift because the new gear has to fit in the space of the old gear. The greater takeoff thrust of the new engines causes a greater pitch up moment, so more trim is needed to compensate.
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  114. That would be disasterous.
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  115. As do we all.
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  116. It’s a test flight. That is an instrument to measure air pressure.
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  117. I don't think he has an anti-Boeing bias, and I have watched all his videos on the 737 MAX problems. This video is accurate.
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  118. There is nothing wrong with the engines. They are not related to this incident.
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  119. Yes, but how can a runway with snow on it be dry?
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  120. I like B737s. I don't fly on them as often as I once did, though.
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  121. A lot of thought was put into the revisions. It is only used during takeoff, so one trim adjustment is sufficient. It isn't necessary at all, from a flying standpoint.
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  122. Recall that Muilenburg, who almost killed Boeing, came up out of Boeing engineering.
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  123. The recertified MAX has a perfect record. The version that crashed twice was an aberration, and it’s gone.
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  124. drama queen
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  125. Muilenburg had an engineering degree.
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  126. The irony is that when something goes seriously wrong (as it did), it costs a huge amount of money.
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  127. This is an excellent overview of the big picture. I have have followed this story from the beginning. My view is as a career software engineer (now retired), who worked mainly on low-level software. The fundamental cause has always seemed to me to be the botched MCAS design and implementation. I don't understand how they could use only one AoA sensor to make a decision resulting in hidden control inputs, and to let it run away was a critical error. I think that part was an oversight — the scenario probably was overlooked. It resulted in a system which broke Boeing's long-held policy that the pilot is in ultimate control of the aircraft. I do have one question about the stab trim shutoff which I have asked before but no one has answered. It seems that the shutoff switches block not only trim inputs from the computer, but also trim inputs from the switches on the yokes, leaving only fully manual operation from those wheels. That seems to be an impractical way to retrim the aircraft in a hurry, especially when it is badly out of trim. Why not shut off the automatic trim, but leave the pilot with powered manual trim?
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  128. Boeing is right about the certification exemption, in my opinion. The Congress want to impose changes on what are mere variants of an existing, certified aircraft. It is better that all variants of an aircraft type work the same way, except as necessary.
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  129. Greater thrust was probably the principal factor.
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  130. Boeing Commercial Airplanes is what we are concerned with here.
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  131. The tire measurements are not "inexcusably complicated." They aren't even complicated. The size is rim diameter, width, and profile (aspect ratio). You might have to look up speed and wear ratings. Most people just replace tires with the size they have already. Those who change size are able to figure it out.
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  132. A nautical mile is 15% longer than a statute mile.
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  133. Muilenburg was an engineer.
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  134. Delays in manned space flight are not unusual. I don’t want them rushing the program.
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  135. Muilenburg was a Boeing engineer who became CEO, and his handling of the MAX crashes was horrible.
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  136. The MAX is the fourth generation. Every generation contains revisions, so it is not the same aircraft as the first generation. The type has survived because airlines buy it. Boeing would not have made another generation if their customers had not been ready to buy it.
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  137. Isn’t it also thievery to impound assets of Russians? It seems to me a natural response. When the war is settled and the sanctions lifted, then the disposition of the aircraft can be worked out amicably.
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  138. The four bolts that are being discussed are the pins which keep the plug door in place.
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  139. They were destined for a Russian airline, but never delivered. I think it was a good plan to use these as the base for the next presidentual aircraft. As for cost overruns, there are some factors which are not related to the fact that they had been fitted out for an airline. It doesn't cost much to take out the interior. The custom work needed for a presidential airplane is where the cost is. I expect they will fine when they are delivered.
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  140. There is nothing wrong with the airframe. It has lasted so long because it’s a good airframe. As for your “deathtrap” charge, the recertified MAX has had no crashes at all. By that measure it is the safest aircraft flying.
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  141. The good news is they are sticking with the classic livery, and the 747 will be flying for another 30 years.
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  142. The Wi-Fi installer has denied doing any work involving the doors. The NTSB will figure out who worked on the door.
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  143. You are not required to listen.
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  144. In my opinion, it is poor policy to treat a new variant of an existing aircraft in the same way as an entirely new aircraft. It is better that al varients of an airplane type have commonality.
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  145. Boeing’s biggest customers influence what Boeing builds.
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  146. Boeing certainly mismanaged the whole business by trying to bully Bombardier.
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  147. You skip 3/4” square drive?
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  148. The seats were sold but there were two no-shows.
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  149. The reason there have been many 737 crashes is that there have been a huge number of 737s built and placed in service. Many crashes are due to pilot error or weather, and not any defect in the aircraft.
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  150. Arjan Meijer
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  151. Wasn't this answered long ago?
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  152. Boeing has a 401K.
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  153. Cars from the 1960s are legal to drive.
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  154. I've stopped drinking coffee on airliners anyway.
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  155. I think Airbus is responsible for their own mistakes. I flew on an A380 once. I didn't love it.
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  156. You can blame half our voters for that. Regulation has been a hard sell to the citizens for decades now.
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  157. I concur. I'm a (retired) software engineer.
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  158. Money is decimal, not Metric.
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  159. Muilenburg was an engineer.
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  160. No, the conversion value from Metric to a US Customary unit is the formal definition of the unit. In the 1950s, the English units were adjusted slightly to unify the Imperial and US Customary inches. The International Inch is exactly 2.54 cm.
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  161. I'll add to my previous comment that the primary cause of the second crash wasn't the faulty MCAS design, but the failure of Boeing to recognize the problem and move quickly to correct it, including grounding the aircraft. Instead, they dug in their heels and tried to point fingers until they were forced to deal with it by the fact that the rest of the world was grounding the aircraft. The blame for that is shared with the FAA, and acting administrator Elwell in particular. Elwell, by the way, went to the board of Alaska Airlines, to my chagrin, as I often fly on Alaska Airlines.
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  162. It is some kind of instrument for testing.
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  163. He meant Boeing (and puppet Elwell at the FAA) were blaming the pilots, which they were.
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  164. The seats had been sold, but the buyers were no-shows.
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  165. The US Survey Foot is now deprecated. Its only use today is for interpreting old surveys. New surveys use the international foot.
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  166. Are you kidding? I'm always reading about it in the comments on stories about Boeing problems.
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  167. A lot of great aircraft were built during WW2, some of them by Boeing.
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  168. The doorway is intended for use as an emergency exit. The retention mechanism is designed for that purpose, which requires that the door be relatively easy to open, and that it be pushed out. The plug door must use the same retention system, modified on the door as needed, but not on the airframe.
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  169. classic
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  170. That's ridiculous. Unions did not cause Boeinf's problems. Management did.
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  171. The engines weren’t the problem. Boeing botched the MCAS software. That’s all and it has been fixed.
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