Maintenance Lapse Identified as Initial Problem Leading to Lion Air Crash
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Unless I missed it, I have been wondering why the Lion Air Engineers did not consult the ( Jakarta based ) BOEING Tech Rep(s) when they were trouble shooting the problem following the flight from DPS to CGK ?
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IF that is confirmed as a final decision, then I find it unbelievable.
Last edited by phil gollin; 3rd Jan 2019 at 17:26. Reason: typo
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Don't think the CVR will tell you why the AoA sensor was reading wrong.
An improvement for MCAS is already under way at Boeing as far as i understood. Anyway any improvement in that area can be made without finding any further parts.
What do you think further search will provide?
But the CVR will, in all likelihood, help the investigators (and us) to understand what happened differently on the accident flight compared to the previous flights where the same problems were mitigated by the crews' actions.
Personally, I think we stand to learn a lot from that.
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No, PN 0861FL1 can be installed on NG and MAX.
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Since the sensor shown seems to be for the left side,is there a different dash number for the right side or is the change taken care of by mounting ' upside down ' on right side and acomodated via electrical ?
The other giveaway is that the Part Description on vendors' and MRO websites doesn't include a "LH" or "RH" qualifier:
Less capable equipment? That'd be difficult. The MPV Everest was only fitted with a pair of Triton XLX ROVs and a Forum Comanche ROV. None of those ROVs are particularly useful for search work unless you intend to search visually for a target sitting on the surface of the sea floor. On the basis that the CVR is almost certainly buried in mud the whole Everest exercise was essentially a waste of time and money. What's required is an acoustic sub-bottom profiler.
Correct, though the photo isn't the variant that's fitted to the 737NG/Max.
See my previous post, and this is what it looks like in situ, courtesy of Burkhard Domke:
There are no fewer than four locating pegs, plus what look like non-uniformly-spaced mounting bolts, designed to Murphy-proof the sensor against being fitted out-of-alignment, but which allow it to serve as the LH or RH sensor.
See my previous post, and this is what it looks like in situ, courtesy of Burkhard Domke:
There are no fewer than four locating pegs, plus what look like non-uniformly-spaced mounting bolts, designed to Murphy-proof the sensor against being fitted out-of-alignment, but which allow it to serve as the LH or RH sensor.
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Given that, as posted earlier, the physical movement limits of the AoA vane are the same in both directions, there is no need for the sensor to be handed. The aircraft is clever enough to understand that clockwise rotation of one vane means the same as anticlockwise rotation of the one on the other side.
The other giveaway is that the Part Description on vendors' and MRO websites doesn't include a "LH" or "RH" qualifier:
The other giveaway is that the Part Description on vendors' and MRO websites doesn't include a "LH" or "RH" qualifier:
translation- must be an electrical function built in somewhere in software or wiring ? or having a connector pin open/blocked differently on each side. ....
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Correct, though the photo isn't the variant that's fitted to the 737NG/Max.
This looks like its installed on a battleship, not a max!
Spirit of Renton MAX is the rosewood you mentioned Dave
Last edited by underfire; 4th Jan 2019 at 15:51.
Air Data Systems - Collins Aerospace
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Here is the "keyed" bolt pattern of the 737MAX AOA:
You can see that is is symmetrical and due to the fact that the alignment bushings are at 0 and 180° it can be installed on both side simply by a 180° turn.
@ underfire:
The MAX also use the PN 0861FL1 (Rosemont) - check the IPC (if you can...)
You can see that is is symmetrical and due to the fact that the alignment bushings are at 0 and 180° it can be installed on both side simply by a 180° turn.
@ underfire:
The MAX also use the PN 0861FL1 (Rosemont) - check the IPC (if you can...)