Silicon Investor (SI) -- The First Internet Community

STOCKTALK

We've detected that you're using an ad content blocking browser plug-in or feature. Ads provide a critical source of revenue to the continued operation of Silicon Investor. We ask that you disable ad blocking while on Silicon Investor in the best interests of our community. If you are not using an ad blocker but are still receiving this message, make sure your browser's tracking protection is set to the 'standard' level.

Strategies & Market Trends : The Financial Collapse of 2001 Unwinding -- Ignore unavailable to you. Want to Upgrade?

To: elmatador who wrote (2591)	6/19/2019 1:04:02 PM
From: SirWalterRalegh	Read Replies (2) \| Respond to of 13794

Among other things, the people familiar with the details said, regulators are concerned about whether female aviators—who typically tend to have less upper-body strength than their male counterparts—may find it difficult to turn the crank in an emergency. Never would have thought!?!

To: elmatador who wrote (2591)	6/19/2019 4:34:34 PM
From: Elroy Jetson	1 Recommendation Recommended By Maurice Winn Respond to of 13794

The tactile feedback in a Boeing cockpit is their essential design to give pilots a strong sense of what they're doing. It's like the road feedback you get from a BMW - compared with one-finger power steering of a big-boat-Caddilac which isolates you from knowing how extreme your maneuvers are, allowing you to easily roll the Cadillac in a turn. The force required may need to be adapted if airlines hire less physically capable pilots. It's a matter of gearing. It's like the fact I could never become a fighter pilot because I'm too tall for the cockpit, and other people are too short. It's discrimination but the military doesn't want to spend the extra $100 billion to accommodate tall or short pilots. It requires quite a lot of force to apply Boeing brakes forcefully enough to destroy them and set them on fire. Yet in rare emergency landings this is exactly what the pilots have to do anf they both press on their brake pedal with all their might. When they come to a stop it's not like they don't know their brakes will be on fire or might fail even before they come to a stop. Airbus has followed the one-finger power-steering approach. An airline could more easily adapt an Airbus cockpit to be flown by a disabled pilot in a wheel chair, while this level of accommodation is likely not possible with a Boeing design. Airlines don't hire physically disabled pilots, even for Airbus aircraft, which is discrimination, but that's what they do. The "one finger" effortless Airbus joystick also introduces quite a number of problems. 1.) The Airbus pilot can effortlessly move the joy-stick into a sharp maneuver which will destroy the aircraft. As a consequence, Airbus is actually flown by a flight computer which takes the pilots movements merely as a suggestion. 2.) If an Airbus pilot actually needs to make an emergency maneuver, say to avoid a collision, this is impossible as the flight computer ignores this gestures and implements a slow gentle turn. 3.) When the flight computer fails, such as on the Air France from Brazil, Airbus pilots have zero experience or training actually flying the aircraft themselves. Even now senior pilots receive a total of 2 hours simulator experience flying an Airbus without the flight computer. It's hardly a surprise that a flight computer failure in an Airbus leads to a fatal crash about 50% of the time.

To: elmatador who wrote (2591)	6/19/2019 4:58:28 PM
From: Elroy Jetson	1 Recommendation Recommended By Maurice Winn Respond to of 13794

The specific issue that turning the Trim Control Wheel on a Boeing might take too much effort if the aircraft is flying too fast is addressed by: the Speed Brake which is conveniently located right next to the trim wheel; and the Engine Throttle just forward of the Speed Brake to bring the aircraft back under control. It requires a pilot to understand this because they know how to fly the plane. A typical airline passenger would be unlikely to guess how to do this, especially in an emergency, which is why airlines hire pilots to actually fly the aircraft while passengers enjoy snacks and videos. . This knowledge might be easily forgotten in a panic by a "pilot" with only 200 hours flying experience which is why airlines don't make pilots with only 200 hours experience Captains. Except for weird Third World airlines in Ethiopia who were warned "of the consequences of making captains out of people with limited experience flying planes" by their former Chief Training Pilot from Europe before he resigned a few months prior to the crash. Watch the Trim-Wheel in action as the Pilot demonstrates the manual power-Trim feature, similar to the "Auto-Throttle / Auto-Trim" feature activated with a simple lever-click. Nose-Down / Nose-Up All implemented by the Elevator Tabs on the tail. Notice the HORN if a large Trim adjustment is made - so the pilot can't miss out on what's going on.