BEA will probably analyze flight recorders: (from their twitter account @BEA_Aero) :


⚠️���� 03/10 accident to the #Boeing737Max @BoeingAirplanes ET-AVJ operated by @flyethiopian / Ethiopian authorities have requested @BEA_Aero assistance for the analysis of FDR & CVR / Any communication on the investigation progress is the responsibility of those authorities.

Too many pages to read to see if this has been asked before but what happens to the crews that work on these planes that have been grounded? Leave without Pay? Standby Pay? I believe I heard the entire global fleet of 371 planes has now been grounded. That is a lot of affected crews and their families.

Reactivation
 

With all of these aircraft now grounded, The Mojave Air and Space Port may see a lot of movement in the coming days?

That would require a very fast reaction time by the FAA.

Have the ET302 'black boxes' been reviewed on site or is this just more fake news? Supposedly the Germans said they didn't have the software to read the recorders and the Ethiopians said did they not have the equipment.

They'll fly NG instead.

Surely that was obvious from the first photos of the crash site on day one; the very limited debris field and massive disintegration of the fuselage made it obvious that the a/c hit the ground at not far off 90 degrees to the perpendicular, at high speed considerably in excess of terminal velocity.

There's possibly some other preliminary data and/or information we're not aware of (yet)? Or perhaps it's what they haven't found at the crash site - eg no sign of other causes?

So what exactly is the problem with the MAX here? Surely, a faulty MCAS design can't be the main reason for the grounding? Did Boeing redesign the alpha vanes/pitot tubes on the max? The erroneous speed readings seem to me to be the main villain in this drama.

Or, maybe they didn't get the message about the grounding.

In years past I've had a Part 91 ferry permit faxed to me within an hour after an aircraft technical problem. In this case they would also need permission from Transport Canada I would think.

Whatever the case, this Canadian MAX 8 has taken off during the grounding.

WJ8982 is also now airborne TPA-YYZ.

that's a lot of people to fit into a roster. I'm guessing if anybody has been complaining they can't take leave, then they will have the ability to take it now. Might be a win for some. Here's hoping not too much stress is caused for all affected.

Neither. It's a reference to ADS-B data captured by the Aireon satellite network.

They probably just now realized that there are many scenarios the MCAS Engineers didn't think of.... Airbus went through this "oh F***" learning curve...
-or-
Trump rightfully forced their hand, of which, wasn't acting, as the solution will cost $ Billions....

Currently the Max-9 has (4) in flight. The Max-8 has (46) in flight.

It seems likely that a faulty MCAS design could be the main reason for the grounding, if such faulty design were believed, based upon evidence, to be a major factor in two hull losses, and the loss of all souls on board, in a few months, on new aircraft. And, if the evidence did not, yet, point to a specific set of causes, the similarities between the two accidents are, by themselves, sufficient to ground the type pending further investigation and analysis.

Here's a link to the FAA's Emergency Order. At the bottom of page 3 and on to page 4, they state that: "the investigation of the ET302 crash developed new information from the wreckage concerning the aircraft's configuration just after takeoff that, taken together with newly refined data from satellite-based tracking of the aircraft's flight path, indicates some similarities between the ET302 and JT610 accidents that warrant further investigaton of the possibility of a shared cause for the two incidents that needs to be better understood and addressed".

I don't find that at all "obvious." High speed? Probably. Vertical? Hardly.

Consider this photograph of the crash site - the only one I found that was taken from above ground level. I don't have enough points yet to post the image or a link to it, but you could find it here:
i.dailymail.co.uk/1s/2019/03/12/00/10838788-6794233-Pictures_have_emerged_showing_the_scale_of_the_crash_site_fr om_a-a-14_1552350488610.jpg
(from a Daily Mail article about the crash).

It clearly shows a sharply defined impact hole, but with a sizable trail of small debris for hundreds of yards to the lower right side, indicating a considerable forward velocity. Also, the hole is NOT at all circular - it's much wider to the lower right side.

Also, although it's pedantic, I don't think "terminal velocity" is the right term here. Terminal velocity refers to a freely falling body - which an airplane under thrust is most definitely NOT. "High speed" is appropriate. Perhaps you meant "higher than limit speed" for a 737?

But even then, I don't think you can infer much about absolute speed from the photograph. Crashing an airliner into soft earth (which it appears from the multitudes of ground-level photos) will result in a large crater, no matter the impact speed. I would surmise that anything above a couple hundred knots would produce a similar crater, and similarly small bits of leftover debris.

The amount of information broadcast continually by ADS-B Extended Squitter is significant aircraft state, vertical and turn rates, FMC settings lots of information. In a relatively sparse area the discrimination of one aircraft's broadcasts would be relatively simple by Aireon (a hosted payload on Iridium Next satellites)

The sensors that are killing people.
 

The most fragile things in the whole system are the sensors that are always exposed to the outside world.
In most cases, it is a sensor breaking up, or feeding wrong information to the pilots/systems.We absolutely need more and better quality control (and back-up's) for the sensors.
Static, dynamic, AOA, all of them.

https://cimg8.ibsrv.net/gimg/pprune....0db1e0da69.jpg


They saw your post and made another update:


https://cimg5.ibsrv.net/gimg/pprune....5733e30142.jpg