Why are Boeing 737s CRASHING? | In layman's terms

[@MaddogJones]

Sorry AvE, Sweden never had Harrier's. Some handsome n blond Swedish dude duped you...

[@arduinoversusevil2025]

You mean he wasn't a real Ace? I knew I should have gotten the morning after pill.

[@arduinoversusevil2025]

Come to think of it might have been a sporty little Saab. So many champaigns.

[@licensetodrive9930]

Perhaps you met Ace Rimmer? Smoke me a kipper...

[@alexander970211]

Maybe a Saab 105? 🤔

[@chrisrathjan1501]

Gripen?

[@Coffee_Haze]

I was hoping for a 737 teardown.

[@Christianwagener1]

And rebuild!

[@textbookdave5337]

Bored of lame take off reviews?

[@harveysmith100]

Too soon

[@robertlee9395]

That's next week!

[@xecrisr7650]

I started my career working in Renton on the 737s, and at least from an electricians standpoint there isn't a whole lot interesting in them. 777s is where the fun is

[@awsomguy09]

Never thought I would hear "angle" so many times with no mention of the dangle

[@Digital__rb]

Emprahs Fuhry i was patiently waiting for him to mention the dangle

[@dangle1285]

You rang?

[@bigbrickwall]

and inversely proportional to the heat of the meat.

[@ottepedersen9219]

@@jchelm1979 by a degree or two at least!

[@Digital__rb]

Stephen Ireland and directly related to the mass of the ass!

[@trahim2]

Hi AvE, I'm an armchair pilot with 15 years experience in Microsoft Flight Simulator. I can tell you without a doubt that the plane went down because of lag, and not an inexperienced pilot. Also, the media exaggerates the significance of the crash. The crew on board are NPCs and as a pilot you will always respawn after a crash.

[@another1commenter770]

Whoo, that's not what happens, As the pilot you conscious is transferred to the next pilot. Your previous pilot never re spawns.

[@ronmckickass5714]

@@another1commenter770 So what about your amazing hat? Can you recover it from your previous mobile?

[@ugn669]

And also those wheel things are called trim adjustment, AvE is mentioning the elevator trim to be full-on armchair about it. Though I've only got 3 or 4 years under my belt... wait I don't wear belts... drawstring?

[@420FlyByNight]

You win best comment, trahim!!!!

[@cell21633]

but check the ATC logs. airforceproud95 was the day's controller. he might have had something to do with it

[@AvitusNox]

A quote from a retired airline pilot i knew "My career was 20,000 hours of boredom and around 20 minutes of absolute terror."

[@robertpenison9405]

Sounds like being a shift mechanic

[@ersetzbar.]

@@robertpenison9405 well I bet the terror of a shift mechanic may lasts longer.... On a plane theres a physical limit on how long the terror can last.

[@robertpenison9405]

@@ersetzbar. you're right, that was a crude and thoughtless comment.

[@jakublulek3261]

Seems like he was a civilian/commercial pilot.

[@nectarelektric7082]

as one of my pilot friends said, he became a pilot to over come his fear of dying alone

[@elancaster3989]

He went quietly in his sleep...unlike the passengers on the plane

[@LilleyAdam]

Someone clearly didn't put their phone on flight mode

[@quannguyenminh9462]

LMAO :)))))

[@Cooldibs]

💀💀💀

[@marklinder9485]

automatic pilot is a major problem issue, immediately nose dives once turned on, per complaints by pilots, todays news

[@sismofytter]

In a modern plane you don't have to, the instruments are shilded

[@atvdonnie]

As a professional pilot, I cringe when people tell me that the autopilot flies the plane. My response is always the same, “The Autopilot flies your plane about like your cruise control is your designated driver.” It’s merely a tool to reduce workload and needs to be monitored at ALL times. It is literally just a computer that does simple tasks and needs to be reprogrammed after each simple task is complete. If left unmonitored it will just kill you smoothly.

[@kg4boj]

That depends on the plane. On a fly by wire with sidestick like an airbus.. The autopilot is what is always flying the plane. There is no direct connection from the cockpit through the flight controls, only through the computer, and even then you aren't flying the plane, you are only a voting member asking the computer to tell you what to do. In order for the computer to do what you vote it to do you need the computer to get air data from all the sensors. One sensor goes out, you are in alternate control law, two sensors you are in alternate control law 2 and 3 sensors you have to fly in direct mode where the digital control stick is directly proportional to the control surface deflection which is dangerous.

[@MrAkurvaeletbe]

@@kg4boj urgh that's such a bullshit answer, you know what he means, the computer is still getting input from a human.... It's not like you can press a button and then the plane will taxi, take off, fly across the world, land, taxi etc...

[@coollasice4175]

@@MrAkurvaeletbe Once the auto pilot is programmed with the flight info, right after it leaves the ground, it flies the plane up until it is landing or even later.

[@Tanner_Hoyt]

^^^^ Well put, sir. That's what I try to explain to people as well.

[@Microfrost]

"They can't say "oh hell naw, I ain't doing this", they will just translate your input directly to the plane." That's incorrect. Some of these systems do indeed take your input into consideration, but intervene if you're asking for something dangerous.

[@BravoCharleses]

Two Czechoslovakian brothers decide to move to America. They hop a boat and arrive at Ellis Island. The clerk calls the first brother and asks him what he does for a living. "I pilot!" "Ahh, that's excellent. We have a shortage of pilots in this country. Step right through those doors. Welcome to the United States." The second brother is called and the clerk asks him what he does for a living. "I chop-a da wood!" "Oh, I'm sorry, sir. We have enough lumberjacks already. You may not enter." "But why you let-a my brother in?" "Well, he's a pilot, a high-skill job." "Yeah, I chop-a da wood. He pile-it!"

[@josephstalin7995]

Made my fucking day!

[@judecas13]

there's no Czechoslovakian bros anymore... no pun intended

[@gusmcgussy3299]

Um that joke sucked... i want my 22 seconds back

[@herbsgotaZX]

I read it with an italian accent so i didnt get it

[@MrGoZiva]

so even Czech guys had an italian accent! great!

[@russhellmy]

As a qualified Aerospace Engineer previously (15-20+yrs ago) involved in design of aircraft similar to the 737MAX, I can offer my perspective. Essentially, Central to the 737 MAX problems is the MCAS (Maneuvering Characteristics Augmentation System). Principally, to fit the 737 MAXs larger engines ( Larger = more fuel-efficient), The Larger Engines Cowlings can create significant lift at higher angles of attack, which can cause a higher angels of attack which. . . . aka runaway train of lift/higher-AOA. which caused the MAX to be prone to going nose up during flight in certain situations, increasing the likelihood of an unintended and unrecoverable stall. [Previously wrongly stated by me as: Boeing radically redesigned the engine mounts for the MAX version of 737. This significantly changed the plane’s center of gravity rearward which caused the MAX to be prone to going nose up during flight, increasing the likelihood of an unintended stall.] Thus MCAS was designed/implemented to automatically counteract that nose up tendency and favour pointing the nose of the plane downward in certain situations. Early reports from Indonesia's Lion Air investigation suggest that a faulty sensor reading triggered the MCAS suddenly after takeoff. It's currently being speculated that a similar event may have occurred in the recent Ethiopian Airlines crash. My understanding is that to override the MCAS isn't that hard, Primarily flick a few switches etc, but trying to do this while using both hands fighting around 100 lbs of force on the control stick (aka trying to stop the nose pointing directly down) is the tricky bit. Cheers Edited: (1) To replace the 3 uses of "Basically" with Essentially, Principally and Primarily to avoid sounding like Ivan G's Little Sister (2) to correct "a few hundred kg of force" to "around 100lbs of force" (3) to correct wrong statement about Engine reward weight.

[@russhellmy]

Btw Air traffic Controller is often erroneously cited as the most stressful job, because with one mistake they could cause the crash of 1 or even 2 aircraft. Pffft that's nothing compared to the stress of Aerospace Engineers. With one mistake we can crash an entire fleet of aircraft.

[@bigredinfinity3126]

The DPRK wants to offer you a job in our aerospace division .

[@russhellmy]

@@bigredinfinity3126 Thanks, but no thanks,. That would be a step down from my current position as Outside-DPRK-Head of DPRK-SSD. You have obviously spoken out of turn, Which I shouldn't need to remind you isn't looked upon favourably by our beloved Supreme Leader KJU.

[@ivangutowski]

Fascinating info, thank you.That sounds like a horrible thing for a pilot to have to deal with, fighting against the plane whilst trying to find a solution to the issue. Only advice, please don't overuse the word basically - you sound like my little sister trying to explain something. All I can say is that I would not want to work for the Boeing Pr and MACS engineering teams.

[@bigredinfinity3126]

@@russhellmy Yes I know the protocol cyanide pill swallowed

[@stuartcookie133]

As a retired pilot my plan was to run to the back of the plane in a crash situation and screw the first person I saw. Abandoned this plan when the co-pilot told me he was gonna do the same!

[@williamcellich3397]

It is not called the 'cockpit'' for nothing!

[@Bertrp]

phrase known in military flying. If its in the manual it was written in blood.

[@lezorn]

Makes for a great manual. But it is probably not the best way to write one. On the other hand do we have a choice?

[@TomMakeHere]

I've heard similar from safety guys as well on construction sites. "Procedures are written in blood"

[@dylanzrim1011]

I use aviation as an explanation for lots of things. Ya can’t fix something without failure. Sometimes the failure results in death.

[@dylanzrim1011]

Well that’s paraphrased of course

[@dylanzrim1011]

Like the old hydraulics that locked hard one side if it got too cold, had to have a few planes fall out the sky to know what to fix.

[@johnm2227]

Next video: tear down of a 737. 15% fibreglass reinforced?

[@wknoxfarms]

Smells like abs plastique

[@bobbobskin]

defo not skutum

[@jacobmckee5862]

You win the internetz for the day.

[@long-timelistenerfirst-t-us2yy]

hate to spoil it for you but you wouldn't find anything that pleases you, its totally shit. no really, its criminal that those things are even allowed in the air :-\

[@Cooldibs]

Not very fucking good at all.

[@leveckfamily8841]

I'm a pilot. I tell all my nervous passengers there's nothing to worry about no matter what we're coming back down. And if they ask, "Where would you land if something happened right now?" I tell them not to worry.... I can land anywhere. ONCE.

[@Hebdomad7]

You only get to call it a landing if you get to walk away with what remains of the aircraft.

[@Alan_Garkle]

Leveck Family I got told off by my wife on a Azerbaijan Airlines flight between Istanbul and somewhere. A very nervous flyer sat in the seat next to me and after studying the safety card in the seat pocket she said to me “How often do these type of planes crash?” I replied “Normally just once”. I still have a bruise on my ribs from my wife’s elbow and that was 20 years ago!

[@davidflower295]

Is that before or after you say "Joey, have you ever been in a cockpit before?"

[@dylanzrim1011]

I bet the dude who did the glider style air braking onto the drag strip is as much a hero as sully, no one knows who he is outside of pilots and air crash investigations fans

[@DurzoBlunts]

Reminds me of a General: Any Tank/submarine can be a minesweeper once.

[@Yashiro-nene_dies]

I actually welded titanium parts for the 737max. I should be good. All my welds have passed x-ray.

[@cpfpv6410]

i was a Flight engineer in the US Navy... you really knocked it out of the park here with your description and so forth. nicely done

[@DougHanchard]

I flew airplanes for a living during the early 90's and have 7,000+ hrs experience flying B-737's to DC-8's and B-707's. There is a long way to go before the NTSB can determine the actual cause. Please do not focus solely on the Angle of Attack sensor. The leading suspect areas are sensor failure, decision process (Cockpit Resource Management) along with the information the sensors were sending to the screens. It's also important to note, the very reason the AoA sensor and MCAS (Maneuvering Characteristics Augmentation System ) are coupled is to prevent the aircraft from stalling when the autopilot is not on / armed, during any flight mode (climb, cruise or descent). This has been an area of concern because of another deadly problem in the past known as runaway trim. Runaway trim is caused when the electronic control system that controls aileron, rudder and elevator trim tabs has malfunctioned. Normally the trim tabs reduces the pilot control workload when manually flying the aircraft. When the autopilot is engaged, it could not be easily detected if the system failed during climbout after takeoff and could result in a climb stall or transition (turning autopilot off). Boeing's solution is MCAS. Investigators will have their hands full because of the complexity of the flight management system. It will be at least 12 to 18 months before all the facts are gathered and a full simulation can be accomplished. An interim report will likely be produced within the next 6 months IF the evidence is clear. But I doubt there is enough wreckage to support a quick investigation. There is no doubt a problem exists. Precisely what actual sequence of conditions sets off the problem is still unknown. For example, the manufacturing of the AoA will have to be investigated and thoroughly tested. The software and data interfaces will all require thorough testing. Pilot and Maintenance Engineering Training will require thorough review. This is particularly true of the first accident in Indonesia because the AoA sensor was replaced due to a technical fault, on a 7 month old airplane. These sensors normally last years. We do not have all the facts and any implications published here are premature. Have a nice flight.

[@Tomservoca]

Doug Hanchard Thank you.

[@joshuahart9069]

So much for the disclaimer of water cooler talk.

[@matthewsnook]

Thanks for your response

[@susansorrell1423]

Thank you for your input.... I trust your instincts

[@michaelhorvath3592]

Did you have a long ATP Mat-leave or something, Doug? I hope 707's and DC8's were prior to your cushy 37 gig. :P

[@NeverMetTheGuy]

A friend and I were flying out of Philly many moons ago when the nose started to climb at a rate that was not sustainable. After a few minutes (felt like hours), of his trouble shooting (and myself shitting my pants), he discovered it was a trim failure with the auto pilot causing the plane to think it was descending. He really had to think on his feet to figure that out on the fly. It was only a small aircraft, but a crash hurts regardless of the size of a plane. If he reads this, thanks again bro.

[@arduinoversusevil2025]

Scary shit.

[@andrewgarrison4014]

Damn...

[@MrRexquando]

It was not on autopilot. MCAS is always on and moves the entire stabilizer NOT the elevator itself. 1. Boeing found 14% improvement in fuel by moving the engines forward and up 2. This made the plane unstable so they added MCAS to manage un-commanded nose pitch instead of re-working the aerodynamics to make the plane stable in all thrust situations 3. Boeing did not chose a better technology than a metal flipper to determine AOA at the nose 4. Making adjustments via the Horizontal Stabilizer is the "cheap" way to make attitude changes instead of a better integrated control over the elevator. Picture changing the direction of your car automatically by moving the rear wheels when you least expect it. So it is no surprise how this can really fuk up pilots not knowing this may happen.

[@MrRexquando]

@@Milkmans_Son I agree with you. AVE has part of the equation. Pilot workload is pretty high already. We'll probably find out they were looking at the speed or attitude sensor discrepancy and missed the trim wheels running. Hand flying the plane as soon as the flaps come up MCAS engages without warning so this un-commanded change in flight dynamics can surprise people.

[@jjmonns]

The MCAS is only active when Autopilot is turned off, this is per FAA documents.

[@jjmonns]

@@Milkmans_Son Unfortunately, including in the US, that certification is on the general model, not the specific version. There are many crews that never flew this exact variant until they given a destination with a plane full of people.

[@MrRexquando]

@@jjmonns AP and flaps deactivate MCAS but it is always running. Page 748 Boeing 737 System Differences Volume 1

[@MrRexquando]

@@jjmonns You are correct it is only controlling the HSTAB when AP is off and flaps are up. I meant it isn't turned on manually.

[@elcheapo5302]

Claims to not be a pilot; handles his stick like the best of them.

[@n9wox]

Stick= Milwaukee reciprocating tool

[@stulogic]

Sweden doesn't have Harriers that I'm aware of. If it's any consolation there's a slightly less glamorous Cessna 172 that's festooned with a proper skookum AvE sticker here in Ohio.

[@TheSmreeder]

where in Ohio... I'm in Akron... my buddy flies Cessnas... PM me

[@TheRocketSurgeon_11]

No Harriers in SweAf. Just Saab:s.

[@snap-off5383]

I love days when I learn new words.

[@daviddeertz3057]

@@TheSmreeder I'm in Akron.. flew a Cessna once.

[@Doribi117]

any chance you are from the Pacific Northwest originally? i have never heard anyone who did not have some connection with the region use the term skookum before, then again I am also from and in Washington State.

[@harveysmith100]

On a side note, many airlines don't want their pilots to hand fly aircraft. As soon as the get airborne, the autopilot goes on, it doesn't get switched off until they are on finals to land, sometimes the autopilot does the landing too. This is meant to be a safety feature but the pilots are getting rusty at real flying. A bush pilot with 2000 hours in a plane with no autopilot can be far more experienced than an airline pilot with 5000 hours.

[@janvanruth3485]

but then again a bushpilot will never encounter the situation that the automation suddenly hands over the plane to the pilot without a pre warning.

[@harveysmith100]

@@janvanruth3485 You are correct in what you are saying. My point was, pilots who appear to be very experienced and compare themselves to their mentors because they have X number of hours, perhaps aren't as experienced as they think they are. Hubris sets in. In years gone by hours where flown not observed.

[@aopstoar4842]

That is a large elephant just sitting there. The number of hours and the quality of each hour makes it a whole lot more tricky. 5000 hours babysitting the cabin crew or 5000 hours of complete chaos in the air. If the planes are 100 %, the first is enough. But clearly things do not work sometimes and then you are in a world of hurt. How do you train for the known unknowns and the unknown unknowns and the unicorns? Strange if there are not redundant angle of attack sensors. One external and one internal. Hell bring a carpenter level if you have to have triple systems that is fail safe. You just need to calibrate it and then gravity will do the rest.

[@harveysmith100]

@@aopstoar4842 It appears there are more than one angle of attack sensor on the outside. Inside the cockpit the pilots will have the angle of attack in front of them measured in degrees on their artificial horizon indicator.

[@harveysmith100]

@@chickenfishhybrid44 The work load on a single pilot, let's say a bush pilot, with no autopilot is much higher. Doing his own radio for one.

[@thomasmurphy8749]

At 7:45, you mention that there is laminar flow over the surface of a wing - just wanted to chime in and say that that's extremely false. The Reynolds number on a large jet is so high that the flow is immediately turbulent. Turbulence and flow separation are two different things. The flow is turbulent over the wing always, but excessive AoA causes separation.

[@boldCactuslad]

He also incorrectly applies Bernoulli's equations to two streams as if they were one, a very common mistake which is taught almost everywhere. There is a lot of debate over why the shape of the wing accelerates one of the air flows and provides lift, but this ain't it - No law of physics mandates that the air meet back up with its other half. In fact, throw it at the wind tunnel, see that they don't meet back up at all.

[@aneb2002]

Add to that the pressure difference is only a tiny effect, almost insignificant for lifting the plane. The majority of the lift is the result of the wing moving the mass of the air downwards, action-reaction caused by angle of attack. This can't be due to higher pressure on the bottom as higher pressure flows to lower, which would cause the air to deflect upwards, not downwards. I don't know how flight schools get away with spreading that misconception, it's incomplete at most generous, but mostly flat-out wrong. A stalled wing can still lift you if you can pump enough energy in to overcome the extra drag of the stalled wing - it'll still deflect air downward even with the flat-plate drag - fighter jets use this trick to slow down enough to escort gliders out of military airspace for example.

[@HarmanRobotics]

@@boldCactuslad Not only does the flow not meet up at the trailing edge, the flow over the top of the wing reaches the trailing edge *before* the flow under the bottom of the wing. There is a good MIT lecture where this is demonstrated but I could not find it in my ninety seconds of searching.

[@williamchamberlain2263]

I _thought_ I'd find this discussion near the top of the comments.

[@mrb692]

Man I had to scroll quite a ways to find this. The explanation that lift is caused by Bernoulli’s principle can be disproven by simply sticking your hand out a car window when driving down the highway. When you tilt your hand up your hand moves up, and it ain’t no precision engineered airfoil! I almost want to build a plane with perfectly flat slabs of wings just to put that misconception to rest once and for all.

[@LazerLord10]

Going from automated to human-control-needed is one of the reasons why I think it will take soooo long for automated road vehicles to happen. If the driver needs to be VERY attentive only a small portion of the time, the driver likely won't be able to perform well enough all of a sudden.

[@XtheUnknown99]

Look at all the Tesla catastrophes.

[@CanIHasThisName]

@@XtheUnknown99 Same goes to you. You should actually look at them. Tesla autopilot has far lower accident rate than human driver. On average, Tesla autopilot has an accident every 4+ million miles. In contrast, human drivers crash on average every 500 thousand miles.

[@BRICK8492]

AvE and surround sound: Probably okay for a speaker. Not so good for headphones.

[@laserfloyd]

Not the best through speakers either. I keep thinking he's walking around my office. Freakin' me out! :P

[@kasuha]

Still better than videos where I get all the sound into one ear only.

[@kerolification]

Force Right audio through VLC (open: network stream)

[@ramheyhey]

There are probably no flight engineers on that aircraft. I retired as a flight engineer, they're are few left now and usually fly older aircraft

[@bobbimke82]

"no flight engineers on that aircraft." ==> Y'think? How many airline FE jobs since the last 747-100 was scrapped? B-52s still have 'em. Some of the old warbirds at EAA "Airventure" have 'em. Most of it's computers, especially FADEC (ful authority digital engine control).

[@mytech6779]

The 737 hasn't had an FE station since the second model back in the '60s. With the most modern planes the engines are all remotely monitored via sat-link for temps, pressure, and RPM back at RollsRoyce or GE headquarters, thats how they knew that lost Malaysia flight kept flying for 7 hours after last contact.

[@tjsean0308]

@@bobbimke82 I think just military A/C have FEs these days. things like the P3(series) the P8 will likely not have an FE the C-130Js don't have FEs either.

[@adenholmes]

tjsean0308 I could be misspoken, but my friend at my local Air Guard base is a flight engineer and I’m pretty sure they only fly 130s out of Great Falls. I’m active at Malmstrom which only flies helicopters, so I might be wrong.

[@GGoffroad2]

These rambling shop videos have always been my favorite!

[@oohsam]

Same!

[@kellyknott4201]

Ditto

[@dishmanw]

Probably best to watch these videos with beer in hand and pretend you're listening to one of your drinking buddies.

[@dirkd340]

Always play them through the sound bar with beer in hand Grill going

[@crazed357]

Not even hand models have as much footage of their grubs as AvE.

[@nicewhenearnedrudemostlyel489]

the sky isn't as blue as peanut butter.

[@blackhawks81H]

"Dirty Richard beaters"

[@johnpossum556]

He's saving those pictures for his wife when his hands are all old & wrinkly.

[@repetemyname842]

Never met anyone who knows more about the mechanical than you, sure is a joy listening to you explain things.

[@hyz1118]

When Boeing began developing the Max 8 in 2011, one thing was clear: The engine would be powered by a very fuel-efficient engine known as Leap, made by the company CFM. Boeing's rival, Airbus, had also equipped its well-selling A320neo with the same propulsion hardware. One of the reasons the Leap engine is so economical is because its air intake has an enormous diameter: 198 centimeters (6.5 feet). While the long-legged Airbus A320neo has plenty of room for such a massive engine, the landing gear on Boeing's Max 8 is short, limiting ground clearance under the wings. The engine simply doesn't fit. Pressed to come up with a solution, Boeing's star engineers came up with the idea of shortening the engine mount structure, which fastens the heavy engines to the underside of the wings. This did the trick, but it came at the cost of seriously altering the aircraft's flight mechanics. As a result, the Max 8 tended to dangerously raise its nose. Under certain circumstances -- rare and extreme, to be sure, yet possible nonetheless -- there was a greater chance of the plane stalling and even crashing. Boeing engineers, in turn, came up with another makeshift solution. They developed a software that would work in the background. As soon as the nose of the aircraft pointed upward too steeply, the system would automatically activate the tailplane and bring the aircraft back to a safe cruising plane. The pilots wouldn't even notice the software's intervention -- at least that was the idea. In fact, Boeing didn't even consider it necessary to inform pilots about the newfangled MCAS, or "Maneuvering Characteristics Augmentation System."

[@uzaiyaro]

The ideal flight crew is a pilot and a dog. The pilot’s job is to feed the dog, and the dog’s job is to bite the pilot if he touches anything.

[@ShortArmOfGod]

Only on an airbus.

[@davidkassube988]

Seems this time is the pilot didn't turn the auto pilot off quick enough.

[@_chipchip]

@@davidkassube988 Auto pilot doesn't disable the MCAS.

[@kadmow]

@@_chipchip is MCAS like a dog?? (to quote:" Maneuvering Characteristics Augmentation System (MCAS) is an automated safety feature" phys.org/news/2019-03-ethiopian-airlines-mcas-boeing-max.html

[@janvanruth3485]

@@_chipchip worse, mcas only works during manual flight

[@Arachnoid_of_the_underverse]

The most dangerous piece of equipment in a workshop is the untrained end user.

[@JasonW.]

The only thing worse than an untrained end user is a half assed trained end user.

[@Thefreakyfreek]

@@MAGGOT_VOMIT 😆 a belt sander flys across the room

[@bearlemley]

Close (from 46 years of driving all over this ball, and an ex test pilot) Never trust the media to know truck all about aviation When the automation gives up, turn it off and fly the plane. If you can’t fly the plane without the automation with partial instruments, you should not sit in the front. I have flown with “experienced pilots” from third world countries that could not survive without the automation. This may not be case, but I thought I would mention it. Another is, when an aircraft type is new, the QRH/flight manual is thin. As schite happens, emergency procedures are developed and these manual get thicker over time.

[@charlie99210]

This is why I like watching Mentor Pilot, Captain Joe, and Blancolirio. All three will give you the straight poop from a pilot's perspective, in terms most people can understand.

[@bstevermer9293]

Bear Lemley Good advice, Fly the plane!!

[@jhsevs]

This aircraft type isn't new. It is in fact 53 years old. It's only the addition of the MCAS system and different engines that is new on this MAX 8 variation of the 737.

[@ogi22]

That's why i think every airplane pilot should be trained on gliders. Never done this, want to do it. But it's very similar to sail boats. All principles are the same. The pilot HAS TO know how to handle that craft weilding that stick without any power in the engines. Just reacting to external forces to drive that "boat" through the skies. And today, most of them will be scared to do that...

[@markflynn6449]

Never comment, but this why AVE is great on such topics - a considered perspective based on experience and open to the correction by those with more knowledge on the subject. If everyone took this approach to life, the world would be a better place.

[@scottschaefer2086]

Where is aves 737? Oh it’s torn apart

[@Token_Nerd]

Goddamnit, where's the BOLPR?

[@STARDRIVE]

*a part

[@ampex189]

That's gotta be one hell of a healing bench.

[@unherolike]

So is the Ethiopian Airlines 737.

[@f.n.schlub]

A good way to understand LIFT is that it is a collaborative effort to keep Newton under the wing and Bernoulli above it.

[@alessandroceloria]

This is hilarious... Infact, I think that it's so hilarious it just permanently stuck with me.

[@NinoZachetti]

Would it be possible to return to the previous audio arrangement/processing you had in former videos where the vocals are centered? In more recent videos the vocals have been off to one side (some more than others) for the most part which isn't as pleasant to listen to.

[@Mercury1600]

i knew i wasnt the only one annoyed by this

[@hyperion8008]

Mono is fine for this sort of vid

[@NinoZachetti]

@@gazvlogs7459 yeah. @tmo72 it may have been a mono microphone used previously, as checking some prior videos it sounds centered even when AvE is talking way off to one side of the frame. Mixing both channels together could be done while editing which would be fairly simple, though an extra step.

[@jackiebutler5025]

Mono

[@bucknaked31]

He's using a stereo mic and he's a little too close and it's cause the balance to shift around. Not a big deal, guys...

[@reinstadlerstefan]

quite off topic but i always find it wierd how the bernoulli-lift-explanation is etched into everybodys mind although it only accounts for a quite small fraction of the lift generated... in other words: how is it possible for a plane to fly upside down?

[@guyhammond6971]

It's bullshit. Put your hand out the window while driving. It's pushed up, no lift needed. Wings work the same way.

[@MonMalthias]

Positive AoA of an upside down wing, by deflecting air downwards towards the ground, can still generate lift. A fully symmetric wing can still generate lift in this way. Of course modern wings have a degree of twist to them so you could never really have a fully symmetric wing across the whole span anyway.

[@reinstadlerstefan]

i wouldnt call it bullshit, bernoulli lift is very real, contributing about 20% to the overall lift in mid flight for cargo planes. it is even more important for planes with no engines like gliders which generate nearly all lift with this principle to minimize AoA and therefore significantly reduce drag.I just find it wierd that nobody teaches the simpler explanation of reactive lift which we all have a feeling for. We all tried to put our hands out of a speeding cars window at some point in our childhood and experienced reactive lift. Bernoulli effects on the other hand are quite unintuitiv, at least for me.

[@HarmanRobotics]

@@guyhammond6971 Anytime you accelerate a mass (air in this case) downwards you have lift. The manner in which it is accelerated can vary and there are many mechanisms at play. A flat plate (or hand out the window) generates lift fairly well, curve your hand to improve the airflow and it will generate even more lift - just like adding a curved surface to the top of a flat plate will significantly improve its lift generating ability.

[@guyhammond6971]

@@reinstadlerstefan I'm familiar with theory of lift,as tough by the FAA. My point was that it's not needed for the plane to fly.

[@trevoram19]

Dude, I have no idea what this channel is about, but you are playing with power tools and I love your Canadian sense on humor! Subed

[@danl.4743]

"When in panic When in doubt, Yell in circles Scream and shout." You got a tee shirt with that?

[@wewillrockyou1986]

A few things: 9:40, to correct for the "runaway stabiliser trim" the pilot takes the 3 steps you measure one by one, if the first fails you move to the next. Normally just holding an opposing input on the trim button (the one on the control stick) is enough to stop trim from continuing to automatically move. The other two steps only are taken when the electrical input from the switch does not create the desired movement of the control surface, firstly disconnecting the electrical input to the trim system, and secondly manually adjusting (or holding) the trim wheel to get a desired input. 15:04, the Lion Air crash was very well covered in pilot circles, I would assume all pilots for the type were also given a reminder of the steps to be taken when one of these MCAS issues pops up. I would also not be surprised if there was another problem not related to the MCAS issue at all.

[@MillionFoul]

Absolutely agreed. The captain was a senior pilot with 8000 hours, I feel he would have been on top of his guidance for managing the aircraft, and been aware that all it should take is a thumb to solve the problem.

[@grendelum]

Having been in a plane that suffered *_catastrophic_* failures forcing us down onto a military base (after some serious passenger freak outs), I dislike the quick rush to judgement on the issue when no NTSB report is available (and even then may not come to a conclusion).

[@wewillrockyou1986]

@@grendelum i have passed no judgement whatsoever aside from saying that all the options are still open at this stage... I really dislike the rushing to a judgement that this is a repetition of the MCAS issue based on no evidence whatsoever.

[@grendelum]

Gorbaz The Dragon - same here... having closely followed that investigation I know how long it can take and how wrong people can be... after the fact (20+ years after) I can laugh about it, but at the time we landed I was *_seriously_* shaken...

[@spicy110]

I am sure the angle of attack sensors failure, compounded by pilot error due to lack of experience was blamed in a couple of crashes on different models over 10 years ago. In those cases they too fell out of the sky in a stall. The pilot issue seems to be getting more common as less and less ex-military pilots are flying passenger planes. There is no replacement or training methods to replace arse in seat time flying manually.

[@AmateurRedneckWorkshop]

The airplanes are flying too close to the ground. Dirt is too dense to fly in.

[@ineednochannelyoutube5384]

i mean that is the immediate cause...

[@EthanBurnsinhell]

My best friend was on that flight, thanks for putting in some aspects of realization rather than being told what I want to hear. Still a good, honest, vidjeo

[@duanebrown3877]

Over reliance on technology can be detrimental to your wallet and health. You tear into new tools, checking for deficiencies, not relying on the manufacturer's assurances. A big reason why I subscribe to your channel.

[@elimoore865]

After 16 minutes of wondering how the hell that thing was going back in the shell I finally got my answer 😂

[@bobbythoms2078]

Eli Moore me too lol

[@timothyharrison8953]

When he added the black plastic covers, I thought the same thing.

[@bertbergers9171]

After seven minutes (or ten) I just wondered when ave would realise he screwed up ;)

[@davidmiedema2950]

Automate comes from the roots words "auto" meaning self and "mate" meaning to screw...

[@christophertstone]

1. 9:00 "It will tweak the nose down by adjusting the elevator" - The AOA/MCAS system uses the Horizontal Stabilizer Trim adjustment, not the Elevators. This is important because the Yoke controls the Elevators. The Elevators cannot overcome the trim, so grabbing the stick and pulling up is not sufficient. 2. 9:50 "He needs to do 3 things..." - First the pilot needs to turn off "Main Electric" in the "Stab Trim" group (It's actually in the picture at 10:09, there's two silver toggles in the far bottom left corner, it's the left switch). Second, that "ring" is the trim adjustment, when the problem happened it went furiously spinning to it's hard limit forward/down; that needs to be fixed. This is at the same time there are multiple warning about a variety of system failures blaring through the cabin. 3. 12:00 Conjecture: They were probably trying to fight the trim with the yoke/elevators, not understanding the problem. This likely explains the airspeed drop as well. At the end they probably tried to turn back, thinking they were essentially under control with the trim 100% fighting the elevators, but unable to control the turn, lost it. 4. 18:30 Boeing developed the training for the 737 MAX 8, and chose to skip mentioning the new AOA/MCAS feature completely. Similar Flight Envelope controller issues have cause half a dozen accidents in the last decade (particularly AirBus A320s). After the Lion Air accident Boeing released a bulletin, but still didn't update training. The 1505 page documentation does mention the MCAS feature. I can't fathom what they were thinking here, essentially burying the relevant information in the documentation.

[@Android811]

"MCAS system uses the Trim adjustment, not the Elevators." No, it uses the horizontal stabilizer not the trim tab. "At low speeds the Elevators cannot overcome the trim" At any speed the elevators can overcome the trim. The elevators have at least 10 times the surface area of the trim tabs. Even if the trim is jammed at the max travel stops, the pilot should still have control authority, it will just require constant yoke pressure and be uncomfortable. It's designed that way for obvious reasons. An adjustable hori stab however is a different story. It has way more surface area than the elevators and if that runs away..... you're history. "when the problem happened it went furiously spinning to it's hard limit down" Where did you get this info? Got a link? "Boeing developed the training for the 737 MAX 8, and chose to skip mentioning the new AOA/MCAS feature completely." I don't work on these specific aircraft so I don't know for sure, but this sounds very unlikely! The documentation they carry on board is part of the MEL (minimum equipment list) and must be up to date latest revisions every time it flies. Even 2 bit manufacturers you've never heard of have very detailed ops manuals. A huge company like Boeing has way too much to lose by "forgetting to mention" an entire (and important) flight control system!

[@christophertstone]

@@Android811 I'm not a MAX pilot, so I can only repeat what I've been told. MCAS is activated through the Horizontal Stabilizer Trim. If you want to get technical about the name at least get it right. You're talking about Stabilizers and Trim like their different on this plane... no On any 737, when the trim is adjusted electronically the manual wheels turns. Just like the yoke moves when autopilot is flying. Maybe "furious" is taking some creative liberty, but somewhere around 50-100 RPM. It ain't slow. Training and documentation are different things. Commercial pilots have to be certified in a particular aircraft before they can fly it. Most commonly the manufacturer develops that training, Boeing did in this case. That training does not mention the AOA feature of the MCAS. The manual does detail the AOA function; and is 1505 pages long. Mad props if you could find the relevant information in

[@anger806]

I gotta say these truly are a treat especialé, I’d like to think I learn something on each video I watch, big thanks from here in Ontario

[@worthdoss8043]

Best commentary on the incidents ever.

[@acruxksa]

Spot on with your assessment. The most dangerous time for a ship (my area of expertise) or plane is arrival or departure. Sadly, this issue seems to be happening at one of the busiest and most stressful times (takeoff). I'm guessing that proper training and repetition can easily solve the problem, however, it seems a bit too late and should have been happening immediately after the first crash. As a ship captain (ships.....not boats ;) ), I can attest to the fact that we frequently have systems installed on our vessels in an attempt to make them safer. Often, these systems are designed by people with our best interests at heart, but in the end, they were made by people who don't truly understand the job. Frequently these systems need additional training, otherwise they become distractions rather than tools. In any case, I've logged hundreds of thousands of miles on 737's as a passenger and have the utmost confidence in Alaska Airlines pilots. (As I live in Alaska, they're kind of the only option unless I'm chartering to a remote village). I love your channel, keep up the great work!

[@andrewcusack3338]

I once boarded a UN flight from the heart of darkness to the middle of nowhere. As I’m walking out to the plane, the pilots are in front of me having a heated discussion. Now these two guys are looking a little rough and I can hear they’re speaking Russian or something like. Suddenly they both turn to me and ask me to help them settle an argument and ask what’s my favorite vodka. Well brother I tell you I was gripped at every little bump and was never happier to get off a flight.

[@fontcaicoya5686]

Well, for your sake I hope you didn't say "Grey Goose"

[@davidflower295]

@@fontcaicoya5686 My materials professor was from Russia and told us about the old bombers that were used for civilian service Russia in the '80s. At a young age(around 10) he asked his grandparents why everyone was drinking vodka before takeoff. Long story short, he had his own bottle of vodka for the next flight.

[@CristiNeagu]

Also, Bernoulli's principle makes wings more efficient, but it's not the main reason why wings fly, since there are plenty of airplanes with symmetrical wing cross sections. The main component of lift comes from the air hitting the underside of the wing, generating a high pressure zone, and the air above the wing having to turn to follow the contour of the wing in laminar flow. The kinetic energy of air molecules wants to pull the airflow away from the wing, creating a low pressure zone. So high pressure on the bottom, low pressure on the top, the wing moves up. What's more, the airflow at the trailing edge of the wing isn't horizontal or stationary. It's actually moving down. So the wing is taking stationary air and it's basically throwing it down. Equal and opposite forces.

[@MyRadDesign]

Yes, wings are machines that throw parcels of air downward to lift the wing and the airframe it is attached to. Bernoulli's principle is one of those white lies that students are told when they have not been taught the necessary math to really understand what is going on. The problem is that people take that white lie as fact.

[@alexmaisonneuve4407]

My cousin, Stéphanie Lacroix, was on Flight 302. Hearing some technical talk about the crash sure does help. Thanks AvE

[@kevinjones5687]

Excellent video. You are closer to the truth than all the talking heads on all the news sources combined. Not just on the technical issue at hand but your insight into the state of the airline industry, on a global scale. I’m not surprised however. As a DIYer and all round curiosity seeker of all things mechanical, I’ve watched your videos with a mixture of awe at your breadth of technical knowledge, experience and skills as well as an enthusiast appreciation for your sense of humor. Very well done sir. Kevin Jones Delta Air Lines Pilot

[@bloodbath5732]

this stereophonic experience sounds an awful lot like a bum headphone cable

[@turk639]

No he has a new mic I think

[@darindahlinger7712]

Bad stereo/phase issues going on. Might be better to just record these kind of vids in mono.

[@ucitymetalhead]

I kept looking around every time I heard those background noises.

[@johnpossum556]

I listened to it on a new TV and noticed a fair amount of clipping.

[@ElJohnerino]

Where can I buy some of these headphones for my bum?

[@glennsnadon8025]

Good evening for New Zealand 🇳🇿 keep up the cool vids

[@Milsparro]

Who else noticed he got the motor on upside-down before he did?

[@bigdilly24]

That was driving me nuts, first thing I was thinking.

[@mandog2142]

I was wondering how many screws he was going to try before he found one that fit.

[@chrisgauthier669]

Haha It drove me crazy the whole video.

[@NickleJ]

Wait-- the motor was upside down? Well there's your problem! Flight crew should really check these things _before_ takeoff. Smh.

[@ruschman96]

Excellent points about the idiocy of the talking heads. It’s almost like the stooges simply want to sell adverts to even more bigger idiots by over exaggerating, super sensationalizing and uuuuuugeeeely clinging to headline emboldening. Those are all things. Well, alas I’m happy to have your intelligent points to bring some comfort as I sit and ruminate on the meaning of flight-I mean lift. Dammit- life...also I think it’s fair to say that the comment section of your videos vastly exceeds the heights of even some of the loftiest channels. They bring the whole KZbin world to a new height, a clearer horizon, jetting us onward and upward to the clouds of higher sinking- thinking. Dang it happened again, I’m done, all the breast. Best.

[@SoapySupreme]

There’s these other KZbin’s with these fancy graphics and animations and statistics, and yet I’ve just learned more then I have in any of those videos from this guy and his hand motions. 😁👍🏻 thank you for the video!

[@Scooter_911]

I wonder if the automatic braking systems on modern cars is going to lead us down a similar rabbit hole one day.

[@Tovish1988]

I'm usually pretty fluent in profane canukish, but it took me a minute to decode "tungsten carbide".

[@marchese0706]

MCAS . Also a meat servo failure as well.

[@arduinoversusevil2025]

Meat servo. Notorious for overshooting the feedback in high speed mode.

[@RA-oz4xk]

I was flying out of Vegas on a 900 Max a few months ago and felt that nose pitch you described right after take off. Seemed like it lasted about 10 seconds and then finally went back up.

[@zell9058]

Listening to video with my hat on backwards. _casually turns hat round right wise_

[@randomotaku4037]

same.

[@rronaldreagan]

Douggernaut84 lol

[@D2O2]

Performance of the terrain exceeded the performance of the plane.

[@AugustusTitus]

Certainly explains what the hell it was doing up at 8,000 ft in the first place. The terrain, that is.

[@chancey47]

"have you been with humans?...we're F'n morons!" and we have the un-erring ability to clone ourselves! See where this is going?

[@elr8691]

Do you think when the captain counts souls on board, they don't count gingers?

[@jeffcampbell6898]

I'm a retired USAF Mechanic and you are pretty close to what went wrong with one major exception, They failed to disconnect the Auto-pilot and could not control it manually. Before the recent upgrade, all you had to do is touch the flight controls and autopilot would turn off but with this new upgrade, you have to manually turn it off to regain control. When you are in a panic you don't think to push the autopilot button to the off position.

[@qwertyui137]

Thank you! A well thought out response to these disasters is well appreciated. My significant other completely believed the talking heads and their sensationalism whereas I was much more skeptical and have views on this issue much closer to yours. From what I was reading in discussions online (the most reliable of sources of course) the procedures to override the AP differed between the MAX 8 and previous versions and these issues are partially caused by Boeing telling airliners that there was no additional training required to fly a MAX 8 vs the previous generation. It's definitely a massive oversight on Boeings end but not a reason to ground all the aircraft.

[@speciosa146]

Awesome video to watch before travelling tomorrow

[@imagineaworld]

Dont worry bud. 10 times safer than a freeway and all that. Most planes dont crash. Most cars do.

[@imagineaworld]

Awsome screen name btw

[@ZenZaBill]

Replay this video on your phone; check the person's reactions next to ya...lol...

[@preston1614]

Here's my research so far. The black box from the Lion plane that crashed said it had a malfunctioning anti stall (attack) sensor for the past 3 months. The plane had just came out of maintenance where multiple sensors had been replaced (but not the attack sensor). MCAS is used to prevent the plane from going into a stall and also smoothing out pilot commands and correcting pilot input for a smoother flight. Boeing has kept the exact same emergency procedure checklist so that pilots did not have to relearn anything new. If they had followed the check list (which has been the same for 60 years), 2 switches to manual trim would have turned off MCAS allowing pilots to manually control the aircraft. Also the black box from the Lion crash indicates the attack sensor had been faulty for 3 months and customers on previous flights had complained that their flights on that plane felt like a roller coaster. Also the pilots struggled 26 times to increase the angle of the plane without manually taking over the trim. Pilot and maintenance error 100% And SW airlines has a pretty good argument. "Southwest Airlines We remain confident in the Safety of our fleet of more than 750 Boeing aircraft. Southwest has operated approximately 31,000 flights utilizing the Boeing 737 MAX 8 aircraft, and we plan on operating those aircraft going forward"

[@appa609]

Not necessarily laminar flow. What you mean is an attached boundary layer. Stalls happen when the boundary layer on the top surface separates.

[@iandegraff3472]

Great video, it sounds like I'm listening to my pops "Kid, planes are SERIOUS BUSINESS!" He worked as an A&P tech on Beech 1900's in the late 80's, early '90's. He also enjoys pointing out that, to his knowledge, FAA licenses never expire...

[@themonkeydrunken]

Pilot here... your explanation is not teabag at all. Also, I hadn't considered the politicoeconomic side of the decisions and timing of grounding the planes in Europe vs the US; that's a good point right there.

[@joebaxter4235]

Please be specific on your video title. The aircraft in question are 737 MAX 8. There are many B737's flying that are fantastic and proven. The issue is the MAX 8 and I don't think the lay person should be driven to fear of the B737 series at large. Love your stuff.

[@Valk69]

I'm a retired aircraft technician. There are about 350 of these planes in service around the world. If 2 crashed in the US I'd be worried. But look at who was maintaining and flying these aircraft. In the end I'd be willing to bet training and maintenance had alot to do with it.

[@AlexJosten]

Btw your explanation on how wings (more specifically, airfoils) work is erroneous, however your description of what causes an aerodynamic stall is basically correct. Mind you, this has nothing to do with the point of the video, but I thought I'd point it out for your own knowledge. I'll put links with accurate descriptions below once I finish watching.

[@AlexJosten]

Also, yes, a lot of your lingo is wrong but the basic idea is mostly right. The pilot has to turn off the autopilot (button on the yoke), turn off whatever system is in charge of the flight envelope protection, and fix the trim. Fixing the trim does involve spending those wheels, but there are switches to on the yoke that control motors that directly spin those wheels so the poor sucker trying to fly doesn't have to.

[@AlexJosten]

Airbus had similar issues a while back. Troubleshooting and solving problems caused by erroneous sensor readings and computer malfunctions, are now memory items the pilots (in America) are trained to do in a heartbeat.

[@AlexJosten]

kzbin.info/www/bejne/j3XIgouGg9V_m7s

[@benhitchcock3057]

I was going to comment the same thing. Well said.

[@portlandshomlessproblem1728]

You said there would be links I don’t see any links

[@robertgarnett6847]

I appreciate your highlighting the media's continuous and continued pontification on matters well beyond their collective intellectual capability. It's always amusing to hear them say "we've discovered" or we've uncovered" when they've only strayed from the path between the studio and home to stop at Whole Foods or Starbucks. The experienced and talented engineers at Boeing will get the company through this period and the media will claim that they and they alone are to be congratulated for saving the world once again. Peace be with you...

[@thedogsbutler7046]

Pretty good explanation AvE. The easiest way to describe a stall that I've heard is that it's like car tires losing traction.

[@wheeln24-79]

I wonder if there's been any reports of pilots seeing this trim problem happen and catching it before it got out of control.

[@KSMike1]

Yes, they’ve been seeing it for several months but they didn’t know the cause.

[@Makenitso]

some reports say there was 2 occurrences in 2018, so i guess Boeing have known about it for a while

[@tasteslikewall]

@@Makenitso So that means the pilots aren't being attentive... If pilots can catch and correct, then there may be a problem with the workforce, rather than the manufacturer.

[@Mr2greys]

Heard about Sunwing had an issue last November flying from Punta Cana to Canada and diverted to Dulles.

[@rustyshakelford4232]

I listened to a report on NPR yesterday morning that said several pilots had lodged complaints. And that the complaints are collated and stored by NASA, which acts as an independent third party buffer between the FAA, and airline manufacturers, specifically on the matters of pilot complaints. One distinguished pilot went so far as to describe the flight controls of the Max 8 as being "jury-rigged" in his official complaint.

[@Psi105]

Put my computer on desk and plug cables back in after being away for the weekend. Start watching new AVE video. Spend 10min trying to figure out what's wrong with my stereo and why the left channel sounds quiet. Turns out to be the video. #facepalm

[@WeighedWilson]

Imposter

[@NickleJ]

you might say that the mic had a faulty angle of attack

[@Stoic-of-Rome]

Basically the Software created to compensate for the new larger and relocated engines CofG shift and pitch up on power application type motion is fighting with the normal fly by wire software, resulting in wild pitch oscillations with deadly results. (Ex Boeing Jockey) P.S. The 8 max does not pass the "wife and kids test" until this is sorted so I would avoid flying in one in the near future. Shocking the FAA (and their Canadian acolytes ) have not grounded these birds yet. UPDATE The 'Don' interveened and FAA finally did the right thing!

[@robmorgan1214]

Pilot induced oscillations could be really bad if its automated controllers are adding gain to a positive feedback loop...yikes! Talk about getting behind the airplane with no way to catch up.

[@jmc0070]

So what happens with test planning, cases and sign off ?

[@Stoic-of-Rome]

@@robmorgan1214 It is a bad day in the office when the automation will not allow you intervene in a situation that would normally be a simple 'go manual' and back to basic piloting event. That's the ultimate reason for having a human upfront and it has been circumvented.

[@3693G]

@Homo Quantum Sapiens $0.02 cents was deposited into your account for this post.

[@MikeCookie1973]

Mark Jennings ah, that is interesting. I have a neighbor on medical leave from an airline. I'll have to rattle his cage and get his thoughts on the topic.

[@Bobsterbear]

As an instructor pilot for an airline, you gave the very best advice out there when something like this happens: WAIT FOR THE REPORT!!! Water cooler talk is good for an exchange of theories and ideas, but until they sift though this, we just don’t know. And YES! We don’t want to die! Hell of a way to go fighting an airplane for your life close to the ground not knowing what the damn thing is doing.

[@jenniferclaveloux5339]

Interesting way to deliver a message...well done.

[@MilesB1975]

The new generation of 737s will replace the current flight crew of Pilot, Copilot and Navigator with one Pilot and a Dog. The Pilot's job is to feed the Dog and the Dog's job is to bite the Pilot if he trys to touch anything!

[@JohnNewcomer83]

I hate thati love this explanation, and that it rings true for so many industries. Cheers!

[@happyogre]

@@JohnNewcomer83 shows how much you know, flight engineers are already obsolete in the newest variant or even older variants that have been upgraded. FE's are a thing of the past.

[@Padoinky]

Miles B New variation on the ole MF computer joke !

[@fjfell5979]

Dog and pilot quip came from Airbus with 320 in 1988.

[@AnakinSkyobiliviator]

If it's more than meets the eye, are the Decepticons finally attacking?

[@Larry1942Will]

Boeing had put out a memorandum regarding this problem and what to do if it happens. As to whether this got to all the pilots in 3rd world locations is up to debate. A memorandum is a weak way to communicate. I've been a passenger on a lot of flites including a good many 3rd world airlines. I've flown off an aircraft carrier and piloted light planes. When things go astray the pilot needs to have enough training to automatically take the necessary actions, immediately. I don't think a memorandum represents that level of training.

[@flighttherapybullisticfpv133]

Why wouldnt there be several embedded gyroscopes as a backup to a back up to a backup? I dont get how their system telemetry isnt more advanced

[@JakeOfAllTrades]

Very good summary of the issues man. So the first thing a crew needs to do is Maintain Aircraft Control. This means disengage autopilot, do a crosscheck of the gauges, get to straight and level flight if you can, and just freaking breathe through all of the chaos of warnings and buzzers going off in the cockpit. Once you have the airplane back in your hands you can analyze what's going on. Look at the warnings and gauges, check your airspeed, attitude, altitude and AOA. The AOA in this case is messed up so check your airspeed and attitude as a common sense measure that you're not actually stalling. Once you diagnose the issue you can get the flight engineer into the books to figure out a solution, and assign the copilot to handle radios, checklists and navigation while the captain handles the manual flight. However in this case it's looking like the flight manual inadequately described the functions of the AOA and MCAS, so I'm guessing the crew honestly thought they were stalling at first, which is why they were recorded doing over 300 knots. They instinctively pushed up the power to break a stall, but all they were doing was making the plane more difficult to control. More airspeed makes your control surfaces more effective, so that horizontal stabilizer pitching the nose down becomes harder to fight against with just the elevators. The right thing to do would have actually been to pull back the power and treat it as a runaway trim emergency. But without the context form the flight manual and possibly little to no training on the MCAS, the pilots would have had no way to know that. They were probably really task saturated and it could have taken both pilots pulling back on the yoke to manhandle that stabilizer. It's horrifically unfortunate, but I think better training in manual flight is needed. International carriers, especially European and Asian airlines have adopted a policy that automated flying should be utilized to the max extent possible. It's entirely possible that these pilots' unfamiliarity with manual flight contributed to the inability to regain control.

[@DeDeNoM]

So, just don't let the computer mess with her flaps. I can get behind that

[@geirkselim2697]

Quick, get these planes full of takata airbags

[@jackwood8307]

Flying is still safer than getting in your car and driving down to the super market.

[@NordboDK]

Yeah, but try and park your 737 without some asshole scratching the paint by parking too close!

[@kadmow]

lol safer even than just going to your car... (letalone sitting in it, starting it up and then manoeuvring within cm [0.394 inch] of both stationary and moving objects.)

[@kenpickett9317]

No it isn’t. On an hourly basis, flying has about the same fatality rate as driving. On a mileage basis, then yes, flying appears much safer. It all depends on how you read the numbers! Flying is only safer because you generally spend so little time in the air to cover the same distance compared to driving, not because it’s intrinsically any safer.

[@canaan5337]

Yeah statistically but that's probably because there's a whole lot of requirements to becoming a licensed pilot so not very many people do it but the hardest part about getting a driver's license is having three forms of identification in order to get the main thing people use as a form of identification

[@kenpickett9317]

Flying is no safer than driving! It’s only because you’re in the air for a few hours per year compared to being in a car for hours everyday that makes it appear that flying is safer is because you’re doing waaaay less flying! Mean travel times between fatal air and car accidents are roughly the same! This “airtravel is safer” narrative that the airlines have pushed for years is utter BS.

[@eggsaladsandwhiches]

I can’t possibly begin to understand why planes don’t have a “battle short” switch. All the automatic action systems should be wired through it such that flipping it kills all of them. That way you don’t have people scratching their heads as they hurtle to earth.

[@Trehugindrtlvr1]

Love this! You're pretty on point. And I've been to Whitehorse too, friend - I feel your pain. Cheers, from the high desert!

[@TheEpicLinkFreeman]

are you using a binaural audio setup? it sounds like you're off to one side and your voice is mostly off-center to the right. It's quite annoying this way.

[@Mike_Anton]

Ahh, I wondered if this was my hearing / headphones. That said I suspect it's likely to be 'incorrect' balance settings

[@TheEpicLinkFreeman]

@@Mike_Anton But you can hear him move stuff around and it comes through both ears depending on what he moves, as opposed to the balance just being off when it got exported or uploaded.

[@kadmow]

maybe just an off-centre stereo mic.

[@Mike_Anton]

@@TheEpicLinkFreeman I'm hearing most of it coming from the right which /could/ be my hearing and/or 'phones

[@Mike_Anton]

@@kadmow the audio changes (back) at 17:43 - kzbin.info/www/bejne/Z4mmhpKVhKqZqrc so Ave is it mic placement?

[@vincehogg8935]

Airbus issued an engineering bulletin in December 2017 after a 320 had runaway nose down trim (called Alpha Prot) recovered by crew. . A320 has 3 AOA probes. If one goes bad the other 2 will vote it out. In this case 2 were bad (ice) so the good probe was ignored. We were taught to recognise inconsistent airspeed indicators and actions in this event. New types of AOA probe cancel this bulletin. Looks very much like the 73MAX problem.

[@agsystems8220]

The black box should be recording sensor inputs, so they would have caught a systematic sensor fault pretty quick. Ice specifically seems unlikely in Ethiopia and Malaysia, though some other 'sticking' mode could be possible.

[@keejinjohanson]

I actually work in a Forge shop that manufactures the forging for a bunch of boing parts. Thankfully it’s just the landing gear so it’s not on my conscience.

[@thesunaside]

Student pilot here, the rings to the side of the throttle control the trim tabs. Smaller tabs on the edge of each control surface, they fine adjust all axis of direction of flight. Like alignment in a car.

[@Notonetime]

Nice job flipping the motor/trigger assembly back around the right way in the jump cut. Awesome vijeo by the way.