Well, there are a lot of people on this thread with egg on their faces after the decision to ground the worldwide MAX fleet. Probably none more so than this particular imbecile

Anyone paying money to this fool for representation deserves the pigswill he delivers.

Dear Downdata, Ken, and the Colonel, You do all realise that there are 2 unions at Virgin, don't you? And VIPA has the least representation at Virgin? Snake is right, don't presume that JL speaks for anyone but himself.

It just so happens Virgin delayed the Max for a year. If they didn't, the Max would of been around in Virgin colours from Nov 18.
In hindsight what a good decision that was.

Yeah, maybe the messiah was a whole lot smarter than some people think!!!!! (SARCASM)

What a strange media statement from a union.

Folks,
In defence of the Virgin pilots, does anybody really think a software glitch will not be well and truly sorted before Virging's first delivery is due in November.

Whatever the problem, nobody has a greater incentive than Boeing to re-certify the aircraft with whatever mods. ASAP.

In defence of Ethiopia, they should not be lumped in with most "darkest Africa" carriers, they have an excellent record, notwithstanding a previous post --- remove the losses from hi-jackings and other losses not strictly operational, and the picture is quite different.

Tootle pip!!

PS: I do not, and have not ever worked for Virgin. I just think the spew of anti-Virgin/VIPA posts reveals more about those posting than anything else --- and what is revealed is not very complimentary.

Are you really that obtuse that you missed the implications and aspersions John Lyons was casting upon the pilots that have had the misfortune of flying and crashing one of these jets?

He looks forward to its introduction. I personally find it distasteful that so soon after hundreds of people die in an accident that he is out there promoting the MAX, particularly given the serious questions regarding its airworthiness. I would suggest that the seriousness of those concerns has been vindicated given the worldwide grounding. I would also hazard a guess that a fair number of Virgin pilots are quietly waiting for the results of the investigations, and happy that they don’t have to put their rigorous training to the test.

I’ve never had a go at Virgin or the Virgin pilots, just the insensitive imbecile who heads up the boutique union for a handful of them, and his coterie of supporters.

Tootle plonk!!

No, I am not obtuse, you choose to read your own interpretations into Lyon's statement. And I don't believe he is either insensitive or an imbecile, either, speaking on behalf of his union body. That is entirely your personal view of the man. Given the fierceness of your feelings, I wonder: what is your backstory??

Tootle pip!! .

That right there is funny.

There’s technical knowledge in the Minister’s office and the Minister has power to ‘ground’ aircraft.

Good one, Vref+5!

BNE & MEL will see a lot of FJ A330s in place of 737 maxs.

In short term to NAN

ex BNE
2 x A330s a week(from 0) & the 2300ish red eye has become an 0210 departure & other Thu red eye has disappeared.

ex MEL
2 x A330s a week(from 0) & all flights depart 0025-0050

ex ADL
2 nonstops a week, seemed to have become 1, so presume pax booked on other will now fly ADL/NAN via BNE, SYD or MEL

ex SYD
presume, there might be some shuffling with new QF service & JQ

So with some flights out of BNE & MEL suddenly having over 100 extra seats, what will FJ do to try & fill them ? Offer more $800 return fares to USA ?

Try restraining a fast turning stab trim by hand and you risk losing skin. The restraining is for a wheel that is coasting due airloads (?) not electrically moving. That is my understanding, anyway

Judd,
A couple of things to consider, the stab "should" not drive (coast) the jackscrew --- they are all square (Acme) threads, stab air loads only locks the nut tighter. Where "coasting" has happened, there was gross wear well beyond limits, negating the fundamental "no back drive" feature of an Acme thread.
Again, in theory, when power is applied to the stab trim motor(s) the brake releases, with no power to the stab trim motors (from whatever source) the brake(s) is on., but it just reinforces the basic engineering of the screw jack.
You are supposed to be able to arrest a main electric runaway by hitting the spinning wheels with your palm, allegedly there is enough slack in the cables for you to then grab and break the handles out --- I have my doubts, im my cases, the cutout switches worked.
As I recall, the stab brake breakout force with no power (manual trimming) makes movement via the handles on the trim wheels a matter of some serious physical effort.
As I said before, I have never done this for real on a B737, only a B707 ( all the aircraft with fully hydraulic/electric controls are quite different) including having two real runaways (both nose down, Murphy's Law) , and as I see it, right to this day, the B737 hardware is fundamentally the same. as the original B737, despite modern "digital" autopilots and associated software systems
Tootle pip!!

Certainly this was being taught on Ansett B737's.

Minor point Lead,

They are ACME not square threads. Two different things:ok:

https://cimg3.ibsrv.net/gimg/pprune....3db75caa8f.jpg

Lambswool,
Agreed, but this was more a "Keep it simple" explanation, maybe I should have been more precise and siad "squarish" thread ---- in another thread, it was clear many posters did not appreciate the difference between Metric, Imperial and SAE threads on various DH engines.
Tootle pip!!

Ah, I should of known better of you! The devil is in the detail...