A memo has been sent to all Batik/Lion pilots advising of Unreliable airspeed issue just in the last hour.

The wrong application of a recall item in a perfectly good aircraft hopefully not.

The CoG is way forward on the MAX due to the much heavier donks mounted further forward, on a NG a normal load config would 66%aft 34% forward, the MAX needs it all in the back. ( on this point FR will have fun and games with their hold two load policy)

I would be surprised if pitot covers fitted for over night.

Conversion course will depend on individual operators and their governing authority, in Norwegian we have a 3 hour CBT and you're good to go, apart from the start sequence which is akin to the count down for a Saturn 5 launch its basically straight forward once you figure out where the switches have gone. The FMC is v different and could cause issues for the VNAV inept “what’s it doing now” brigade, but how do you lose control of a modern jet in daylight VMC that will not be anywhere near its 82’000kg max take off mass....

Having had to un-train and re train ex Lion air pilots from P2F and listen to the very many stories of incompetence from the LHS I would be very surprised if this is anything beyond pilot error in one form or another, be it missing if fitted pitot covers, CoG or unreliable airspeed.

The MAX is now a mature product, we operated some of the first MAX in Europe out of the box and Transatlantic within a couple of weeks from delivery, I’m not surprised the Australian government have issued a no fly for staff & contractors, did they not ground Lion air some years back when ex bmi flight management became the fall guys.

That was Tiger (now a Virgin Australia subsidiary)

Lion never started an Aussie Domestic operation however they did lodge. They pulled out because of high expected costs.

Nope.

So if those two indications match at 20 knots you’re going to switch and use them?

You level off using pitch power datums, assess which readout is correct (maybe two are erroneous due impact damage with birds) then make a logical decision using all the information to hand. Methodically.

I agree, I wonder if this is the sort of speed you would reach if you were to put the throttles to the position they should go to as part of the checklist for an air speed indicator failure. We have had a lot of stalled aircraft in recent years, albeit at altitude, but my understanding is that there is a set throttle position & pitch that gives a reasonable guarantee that the plane will maintain altitude whilst diagnosis of the situation is performed assuming good working engines & flight surfaces.

Not all pilots go through the previous write ups when they check the log.