Silkair Max to Alice Springs
 

heard it on the radio today...

https://www.flightglobal.com/news/ar...-sprin-461021/

Australia’s civil aviation safety authorities have given Singaporean carrier SilkAir the go-ahead to move its grounded Boeing 737 Max 8 aircraft from Singapore to Alice Springs for storage.

The Civil Aviation Safety Authority (CASA) states in a notice put up on 23 September evening that it has repealed a temporary prohibition of 737 Max operations in Australian airspace.

This comes after CASA confirmed FlightGlobal’s queries that SilkAir applied to move its 737 Max aircraft to the outback town of Alice Springs for long-term storage.

The Singapore Airlines subsidiary has six 737 Max 8s, Cirium’s fleets data reveals.

In the notice, CASA states that the aircraft can only be operated on an “authorised flight” — for “non-commercial” purposes such as for flight testing, storage, maintenance or repairs.

The flight will also be operating without its manoeuvring characteristics augmentation system (MCAS), the software that has been implicated in two fatal 737 Max crashes.

SilkAir will have a six-month window to move the aircraft to Alice Springs for storage, as the CASA notice indicates that the repeal is now in force, and will expire after six months.

The carrier’s plan to store the Max was first reported by the Financial Times, which said SilkAir and Asia Pacific Aircraft Storage have struck a deal to have the 737s stored at the latter’s Alice Springs facility.

Asia Pacific Aircraft Storage managing director Tom Vincent declined to comment on the SilkAir move, but would only say that his company is "in discussion" with a number of airline customers with regard to storing the 737 Max aircraft.

From Flight Global

how much has Boeing got in public liability and products insurance? someone gonna take a big hit somewhere

Surely Boeing has to wear the whole lot,- down to the last cent.
The whole shemozzle is entirely their fault.

You need to do bit more reading on this issue. Take a look here to start with https://www.pprune.org/australia-new-zealand-pacific/62

Yes Boeing have some culpability but both airlines involved in those crashes have some serious problems that had a significant bearing on the outcome.

"Page not found"
Seems the post has been taken down.

cowl flaps

Have a look here. https://www.msn.com/en-nz/news/world...max/ar-AAHun78

That post was discussing this article. While some parts of the article may be a bit simplistic it still captures pretty well most of what contributed to the two 737 Max accidents.

The title of the article is "What really brought down the 737 Max" Its trying to lay the blame at the feet of the pilots. I don't think that will wash with the jury when the litigation starts.

But very interestingly not any NG over many years operated by turd world countries with an AoA failure.

Not so much as just at the feet of the pilots but more importantly also the system under which their training had been done and preparation they had had for a runaway trim (which effectively was what the event was) and unreliable airspeed indications.

It was not a run away trim, it was far more than that.

If it were a simple runaway trim 500 aircraft would not be grounded - still waiting for the final fix to be submitted.

STILL WAITING TO BE SUBMITTED for rectification.

Ask Captain Sulenberger on his thoughts of the crashed aircraft and if he could have prevented the deaths - but many pilots have stated they are or would have been far superior than Sully.

* applying a run away trim procedure would have been good if implemented in time - but it was not a runaway trim.

Bendalot.
Are you really saying there has never been an A of A transmitter failure on the B737 until these 2?
I saw one in Kalgoorlie about 6 years ago after it had an argument with an eagle and I'm sure that kind of damage is not unheard of all the time?
Certainly as an instrument licensed ground engineer I was involved in many pitot head changes and cleaning out for the same reason.
Anyone who designs a system which relies on a sole A of A transmitter must know the history of equipment mounted in that position?
Wunwing

The only poster in this thread implicating the pilots has the Location "Enzed". In fact, the ones identifying as Australian are taking the opposite view...

It became out of control but it didn't need to. It has been proven it is a scenario that is controllable.

Yes, previous Lion Air flight had the same issue, and it was able to be landed safely. That proves to me this problem could be controlled. In fact control of one of the accident aircraft was maintained by the Captain for quite some time. It wasnt until after control was transferred the FO to allow the Captain to read the QRH that the aircraft went out of control.

Don't you think airline training departments of airlines operating the MAX and the individual pilots would have been all over the information that came out after the Lion Air crash so as to ensure they all knew what to do in the even of another similar scenario? It would seem the Ethiopian guys weren't well briefed.

Boeing certainly don't come out of this smelling of roses, but to hang all the responsibility on them is being a tad simplistic.

So you are saying that its a good design to have the whole system off one transmitter installed in a known area of impact, with no comparison with another set of data?

Then couple it with a system who existence appears to have not been released to engineers or pilots until after the 1st accident.From what I can see on pprune, it still wasn't fully explained.

As someone whom learnt their trade ( fixing and flying) on the B707,even then, that would not have been acceptable would it?

Wunwing

Nor the FAA. From R&N on the matter.

Originally Posted by Bend alot https://www.pprune.org/images/buttons/viewpost.gif
Did this guy really say this?

Still, former FAA Certification and Regulatory Enforcement Support specialist, Larry Williams, has said any experienced pilot should have been able to handle the Max emergencies.

“You grab the yoke and pull it back and if you can’t override it you just kick off trim and fly it manually. It’s autopilot disconnect, basically. Push a button on the yoke and disconnect — grab the wheel, keep it from turning.”

A lot of mistakes in there. If AP is on MCAS doesn’t operate anyway. Complete confusion as to the controls required to disable trim. Also the words “you just...” smack of some other machos posting on here.