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#No vspd 737 software#
Originally, software updates were expected to be fairly straightforward and slated to be announced in early January. In addition to engineering challenges, they said, another reason for the delay stems from differences of opinion among some federal and company safety experts over how extensive the changes should be.
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But the work has dragged on months longer than initially anticipated following the accident, these officials said.
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BA -0.06% 737 MAX jets until at least April, according to industry and government officials familiar with the details.īoeing is developing revised software for an automated flight-control feature that can forcefully push down the nose of MAX aircraft and was implicated in a high-profile Lion Air crash in Indonesia this past October. There's an excellent read here explaining it in laymans terms and how perhaps all of this is caused by regulators and other stakeholders saving a bit of money here and there:Īfter a Lion Air 737 Max Crashed in October, Questions About the Plane AroseĮngineering and regulatory complications are expected to delay safety fixes covering hundreds of Boeing Co. There are 350 active currently and 350 dead so far in two crashes 20 weeks apart. This saves costs on training, and ultimately with the Lionair crash a few months back the pilots weren't even aware that the software was working in this way. The idea is that a pilot will fly the 737 Max while feeling that they are flying the 737 NG, the computer makes the adjustment automatically, in theory.
#No vspd 737 code#
Essentially this changes the centre of gravity of the aircraft and Boeing added some code to correct the aircraft's pitch and trim. And right after these MCAS idle times, each time you can see a nose down moment coming into effect (red arrows):Ĭlick to expand.Not the autopilot as such but the software which was added by Boeing to counteract the fact that the 737 Max engines are more forward facing than the previous generation 737 (NG). The green bars are 10 second intervals, during which MCAS slept after the nose-up input. This gives me the following chart, where at the yellow arrows the VSpd curve indicates with some probability that nose-up trim input was applied. Now, see the timestamps to the dots on the chart: These vspd drops would be induced by MCAS, we would be able find the find 10s periods, after which MCAS would kick in again in absence of trim input. RIP to those involved including the chap from Clare, also the poor Garda who would have had to inform the family this afternoon. One noteworthy thing generating a lot of discussion about today's crash is the design of the 737 max aircraft, which the engines more forward than than standard 737, the stability of the aircraft is managed by Boeing's MCAS system. Ethiopian has excellent maintenance and safety record, hence why it's doing so well internationally in recent years. Also worthy to note a certain Mr O'Leary has 135 of these aircraft purchased, the first ones arriving next month. I guess it with be squeaky bum time in Boeing HQ in the next few days. 2 out of the current 350 active 737 Max aircraft in use have nose dived to ground with high velocity killing all on board. Today's aircraft also experienced issues on March 5th and made an emergency landing. Looking at, there's a view that this crash and the one in Indonesia have more in common than just the 737 Max aircraft. Ethiopian flight 302: second new Boeing 737 to crash in four months