737 MAX 8 Ethiopian si schianta subito dopo il decollo da Addis Abeba

Fewwy

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Boeing 737 MAX joint governmental review will begin April 29
https://www.reuters.com/article/us-ethiopia-airplane-faa-idUSKCN1RV19R?utm_campaign=trueAnthem%3A+Trending+Content&utm_content=5cba4d4e16ce3f0001418a9c&utm_medium=trueAnthem&utm_source=facebook

WASHINGTON (Reuters) - The U.S. Federal Aviation Administration said Friday that a joint governmental review of the now grounded Boeing 737 MAX will begin on April 29 and will include 9 other aviation regulators from around the world.

The FAA said earlier this month it was forming an international team to review the safety of the aircraft, grounded worldwide following two deadly crashes - in Indonesia in October and in Ethiopia last month - that killed nearly 350 people.

Boeing has announced a planned software update on the 737 MAX to prevent erroneous data from triggering an anti-stall system known as MCAS that is under scrutiny following the two disastrous nose-down crashes. It has not yet submitted the software to the FAA for formal approval.

China, the European Aviation Safety Agency, Canada, Brazil, Australia, Japan, Indonesia, Singapore and the United Arab Emirates will all take part, the FAA said, in the Joint Authorities Technical Review (JATR) that is set to last 90 days, the FAA said. Most of the countries previously confirmed they would take part.

The JATR is chaired by former National Transportation Safety Board Chairman Chris Hart and is comprised of a team of experts from the FAA, NASA and international aviation authorities. The group will conduct a comprehensive review of the certification of the aircraft’s automated flight control system.

The team will evaluate aspects of the 737 MAX automated flight control system, including design and pilots’ interaction with the system, “to determine its compliance with all applicable regulations and to identify future enhancements that might be needed,” the FAA said.

Hart told reporters earlier this month the review is in response “to the growing need for globalization ... because these airplanes are all over the place” and to the need for a “uniform response.”

American Airlines and Southwest Airlines Co have canceled flights into August as a result of the grounding.

Boeing Chief Executive Dennis Muilenburg said Wednesday the manufacturer is making “steady progress” on the path to certifying a software update to the grounded 737 MAX and has made the final test flight before a certification flight.

90 giorni dal 29 aprile per questa “joint governmental review”, ma comunque immagino si dovrà anche aspettare l’approvazione FAA del nuovo software - che ancora non è stato presentato.
 

OneShot

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Spero che Boeing si prenda tutto il tempo di cui ha bisogno per risistemare il MAX in modo infallibile: una volta riapprovato, non si dovranno verificare problemi legati al mcas e alla controllabilità in generale per molto tempo (I would say "forever"...) altrimenti sarà meglio che gli shareholders inizino a vendere le loro azioni già da adesso...
 

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Aggiornamento pubblicato su Avherald:

On Apr 19th 2019, as result of the initial assessment released on Apr 16th 2019, The Aviation Herald received pages out of the 737-8 System Schematic Manual showing the circuitry involving the TRIM PRI CUTOUT and TRIM B/U CUTOUT Switches more clearly. The TRIM PRI CUTOUT switch appears under various different names on several pages of the manual, always being referenced as S272 however, the TRIM B/U CUTOUT switch also appears under different names in different locations always being references as S149 however. The graphics of chapter 27-41-11 page 101 makes clear both CUTOUT switches have more than one contact. One set of contacts delivers a signal to both FCC A and FCC B named "AUTO STAB TRIM CUTOUT" and thus would seem to support a possible re-activation of the Trim, however, a second set of contacts switches power supply to both control columns' Trim Up/Trim Down swiches (effectively disabling those switches with either of the CUTOUT Switches in CUTOUT position) as well as the power supply to relay R64, which in turn disconnects the TRIM MOTOR Unit from its power supply (three phases of 115V) leaving the trim motor without any power if either of the CUTOUT Switches is in position CUTOUT. Unless this schematic diagram does not agree with the actual wiring or another fault exists in the electrical wiring, it thus appears impossible the trim motor gets energized or could re-activate with either of the CUTOUT switches in CUTOUT position. For ease of understanding we have marked the 28V signal path in magenta and the power path to the trim motor (115V) in green on the system schematic diagram provided below.

Inviato dal mio CLT-L09 utilizzando Tapatalk
 

OneShot

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E comunque non aggiunge nulla a ciò che è stato sinora detto e scritto e di cui si è discusso nelle precedenti pagine.
 

lucavr

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Questo nuovo retroscena conferma quanto già riportato nelle scorse settimane dal Seattle Times sulle perplessità di ingegneri Boeing che lavoravano sul progetto. Di fatto è accertato che dentro Boeing fossero a conoscenza dei rischi collegati alle scelte progettuali del 737 MAX, ma hanno deciso di fregarsene a favore della tempistica, sperando andasse tutto bene.

Source: Boeing whistleblowers report 737 Max problems to FAA

CNN - The day after Ethiopia's minister of transportation released a preliminary crash report on Ethiopian Airlines flight 302, four Boeing employees called an Federal Aviation Administration whistleblower hotline that allows employees and the public to report aviation safety issues.

A source familiar with the matter says the hotline submissions involve current and former Boeing employees describing issues related to the angle of attack sensor -- a vane that measures the plane's angle in the air -- and the anti-stall system called MCAS, which is unique to Boeing's newest plane.
All of the 737 Max planes worldwide have been grounded.
The FAA tells CNN it received the four hotline submissions on April 5, and it may be opening up an entirely new investigative angle into what went wrong in the crashes of two Boeing 737 Max commercial airliners -- Lion Air flight 620 in October and Ethiopian Air flight 302 in March.
Among the complaints is a previously unreported issue involving damage to the wiring of the angle of attack sensor by a foreign object, according to the source.

Prosegue su https://edition.cnn.com/2019/04/26/politics/faa-hotline-reports/index.html
 

OneShot

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Il CEO di FlyDubai ha espresso l'intenzione di passare i propri ordini (un centinaio) dal MAX al NEO.
Virgin Australia ha chiesto di posticipare le consegne dei MAX a essa destinati di 2 anni, in attesa della maturità del progetto.
 

Fewwy

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Il CEO di FlyDubai ha espresso l'intenzione di passare i propri ordini (un centinaio) dal MAX al NEO.
Virgin Australia ha chiesto di posticipare le consegne dei MAX a essa destinati di 2 anni, in attesa della maturità del progetto.
Io trovo decisamente poco credibili queste affermazioni: quando hai un grosso ordinativo, rinunciarvi significa stravolgere qualsiasi piano espansivo tu avessi (perché se vai a ordinare i NEO oggi, ti ritrovi in fondo alla lista clienti), nonché accrescere moltissimo il potere contrattuale di Airbus che potrebbe farti un prezzo altissimo senza lasciarti scelta.
Direi che stiano piuttosto cercando di farsi fare uno sconto da Boeing, che però non dovrebbe cascarci per i motivi di cui sopra.

O sbaglio?
 

OneShot

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Non hai tutti i torti: piazzare un ordine di tale entità potrebbe significare mettersi in una lunga coda, soprattutto se qualcuno arriva prima di te.
In un articolo apparso in questi giorni su Reuters dal titolo Why Airbus isn't pouncing on Boeing's 737 MAX turmoil si affrontava proprio questo tema.
Se la memoria non mi inganna, Boeing a suo tempo non sputtanò Airbus quando era alle prese coi problemi di AOA che portarono a svariati incidenti (oltre all' AF447, vi furono un paio di QF e di LH che fecero delle discese incontrollate di svariate migliaia di piedi).
Credo che sia presto per stracciare contratti in attesa della ricertificazione del MAX. Vedo più probabile, invece, che molte compagnie in procinto di piazzare ordini ex novo, si buttino sulla casa di Tolosa per accaparrarsi gli slot per tempo.
La mandrakata di Airbus di aprire una fabbrica in Cina e una negli USA è stata una mossa perfetta da parte del Consorzio.
 

OneShot

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Condivido questo articolo perché mi sembra un'analisi interessante:

https://www.boursorama.com/bourse/a...e-du-737-max-0f7a5467f10e50c954f15cd1889c5924
Post 871
Non hai tutti i torti: piazzare un ordine di tale entità potrebbe significare mettersi in una lunga coda, soprattutto se qualcuno arriva prima di te.
In un articolo apparso in questi giorni su Reuters dal titolo Why Airbus isn't pouncing on Boeing's 737 MAX turmoil si affrontava proprio questo tema.
Se la memoria non mi inganna, Boeing a suo tempo non sputtanò Airbus quando era alle prese coi problemi di AOA che portarono a svariati incidenti (oltre all' AF447, vi furono un paio di QF e di LH che fecero delle discese incontrollate di svariate migliaia di piedi).
Credo che sia presto per stracciare contratti in attesa della ricertificazione del MAX. Vedo più probabile, invece, che molte compagnie in procinto di piazzare ordini ex novo, si buttino sulla casa di Tolosa per accaparrarsi gli slot per tempo.
La mandrakata di Airbus di aprire una fabbrica in Cina e una negli USA è stata una mossa perfetta da parte del Consorzio.
 

Fewwy

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Why Airbus isn't pouncing on Boeing's 737 MAX turmoil
Condivido questo articolo perché mi sembra un'analisi interessante:

https://www.boursorama.com/bourse/a...e-du-737-max-0f7a5467f10e50c954f15cd1889c5924
In inglese: https://www.reuters.com/article/us-airbus-boeing-strategy-analysis/why-airbus-isnt-pouncing-on-boeings-737-max-turmoil-idUSKCN1S51SI

Why Airbus isn't pouncing on Boeing's 737 MAX turmoil
by Tim Hepher

PARIS (Reuters) - When Boeing launched its 737 MAX jetliner in response to Airbus’s record-selling A320neo, a wave of poker-faced satisfaction spread through Airbus headquarters in France.

Its reasons for cheering Boeing’s decision to make a similar jet, based on a similar strategy of engine efficiencies, partly explain why Airbus is wary of exploiting Boeing’s misery over the global grounding of the MAX today, industry sources say.

Airbus has joined major airlines in expressing confidence that Boeing will emerge soon from a crisis caused by two fatal crashes. In the first place, that is because both giants share a stake in preserving public trust and rarely compete on safety.

“This is not good for aviation,” new Airbus CEO Guillaume Faury said of the MAX crisis earlier this month.

But the history of the MAX and its competitor, the Airbus A320neo, also illustrates why the two companies are unlikely to come to blows over the future of the MAX beyond their fierce day-to-day competition, strategists and industry officials say.

Airbus and Boeing operate a roughly equal duopoly in the market for single-aisle jets that Airbus values at $3.5 trillion over 20 years.

Neither can afford to fall too far behind without suffering a big disadvantage on costs, which depend heavily on volumes.

If one of them did, it would likely take drastic action - anything from launching a price war to developing a new jet - that could destabilize both, and so market forces tend to keep the two companies’ strategies in line, industry insiders say.

In 2011, Airbus was testing that alignment with record sales of its recently launched A320neo, offering more efficient engines. It had launched the upgraded A320 after beginning to lose ground to a new competitor, Canada’s Bombardier CSeries.

By adopting similar engines, Airbus was able to block the CSeries and stimulate massive orders from its existing customer base, while sending a message to an even bigger potential rival, China, that the core of the jetliner market would be defended.

But Airbus was also worried that its strategy would have to be torn up as Boeing considered leapfrogging it with an all-new jet that would take longer to build but give more efficiencies.

Airbus knew it would have to respond to this with a costlier Plan B aircraft, code-named A30X, but was facing multiple calls on its cash, including problems with its A400M military plane.

Airbus decided it needed to force Boeing off the fence and struck in its backyard with a deal to sell 460 jets to American Airlines, several people familiar with the negotiations said.

Calculating it would lose too many such deals before its all-new jet was ready, Boeing did a U-turn and announced a re-engined 737 in time to win back almost half the American order.

Engine maker General Electric was also influential in nudging Boeing to a new strategy, and had a draft engine deal in place even before Boeing officially changed position, two people familiar with the talks said. GE had no immediate comment.

WRONG TIMING

Eight years later, both planemakers have sold thousands of their respective re-engined jets and have seen share prices jump five-fold, lifting the entire commercial aerospace sector.

Not only could the duopoly be destabilized if the MAX had to be replaced, but now would not be an ideal time for a technology arms race in this crucial part of the market, experts say.

Led by Boeing, planemakers widened the use of lightweight carbon-composite materials earlier this decade. Then it was the turn of engine makers to produce a quantum leap in performance.

Future game-changers may lie in artificial intelligence and automation in the cockpit, but these are not yet mature.

“The technology for major new steps in materials, engines and piloting are not there right now. It is not the best time for either side to destabilize the market and launch a new single-aisle plane,” a senior industry strategist told Reuters.

Furthermore, Airbus is not as ready as it would like for a parallel race in factory technology needed for a new plane.

Add to this investments already made by suppliers, banks and manufacturers, and their reliance on preserving resale values of planes already flying, and few are in a hurry to start afresh.

“Industrially and competitively it is logical in a duopoly that you need a reasonably strong competition,” said Rob Morris, head consultant at UK-based aerospace advisers Flight Ascend.

In the short term, Airbus has little capacity to push output higher, even though some Boeing customers are already courting it in public - a move partly seen as an effort to negotiate better terms with Boeing.

But the possibility of radically upsetting the duopoly may have receded under new Airbus sales chief Christian Scherer, a market-share pragmatist who helped launch the A320neo, and Faury, a cautious engineer focusing on industrial improvements.

Faury on Tuesday played down the prospect that the MAX crisis would open up new business for Airbus and said the grounding “does not change the mid-term to long-term picture”.

Airbus has already won a larger share of the single-aisle market than expected, leaving the usual 50/50 split with Boeing skewed towards Airbus, now on 60 percent. Experts say a further land grab could have unpredictable consequences for both.

Analysts Agency Partners have warned Boeing is already under pressure to replace the MAX, although the company denies this.

“Boeing can’t accept market share below 40 percent. If the MAX fails, Boeing has to do something fundamental and Airbus has to respond,” Flight Ascend’s Morris said.
 

13900

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Boeing admits knowing of 737 Max problem

Boeing has admitted that it knew about a problem with its 737 Max jets a year before the aircraft was involved in two fatal accidents, but took no action.

The firm said it had inadvertently made an alarm feature optional instead of standard, but insisted that this did not jeopardise flight safety.

All 737 Max planes were grounded in March after an Ethiopian Airlines flight crashed, killing 157 people.

Five months earlier, 189 people were killed in a Lion Air crash.

The worldwide fleet of 737 Max planes totalled 387 aircraft at the time of the grounding.

The feature at issue is known as the Angle of Attack (AOA) Disagree alert and was designed to let pilots know when two different sensors were reporting conflicting data.

The planemaker said it had intended to provide the feature as standard, but did not realise until deliveries had begun that it was only available if airlines purchased an optional indicator.

It said it had intended to deal with the problem in a later software update.

Boeing maintained that the software problem "did not adversely impact airplane safety or operation".

The US Federal Aviation Administration told Reuters news agency that Boeing had not informed it of the software issue until November 2018, a month after the Lion Air crash.

The FAA said the issue was "low risk", but said Boeing could have helped to "eliminate possible confusion" by letting it know earlier.

The flight angle of the plane has been identified as a factor in the disasters. Boeing has said that in both fatal crashes, erroneous AOA data was fed to the jet's Manoeuvring Characteristics Augmentation System (MCAS), an anti-stall system which has come under scrutiny since the crashes.

Boeing is developing new software for MCAS.
https://www.bbc.co.uk/news/business-48174797
 

Lukem3d

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https://www.google.com/amp/s/www.ws...7-max-jets-to-the-skies-lengthens-11557758701

A quanto pare il possibile ritorno in volo dei max continua a essere rinviato, nell' articolo del wsj si parla di "non prima di fine agosto " m se ho capito bene si dice anche che Boeing non ha ancora nemmeno presentato per l' approvazione le modifiche che afferma di aver già implementato. A nessuno sembra strano? Che il problema sia molto più serio di quanto si voglia ammettere?