The old joke went: Over the intercom came the pilot’s greeting, “Good afternoon welcome to wig wag airlines flight 00. We would like you to know this airplane is being flown completely on autopilot by our new computer system. But please rest assured because computers never make mistakes … never make mistakes … never make mistakes … ”
Heard this in Junior High in the 1970’s. Boeing has tried it.
It is clear now to the entire world Boeing, it’s CEO, the FAA and the several airlines are not trustworthy. I am a former Boeing Engineer (conveniently blacklisted in 2001) and this is war. All is fair in love and war as they say. Negligence and reckless disregard for the lives of crews, passengers and others is the Boeing position along with its Government Division the FAA. Have the layoffs started yet?
Many pilots were persistently reporting the problems with the 737 Max automated system, between the October 2018 Indonesian crash (189 dead) and the Ethiopian Airlines crash, March 2019 (157 dead). Ralph Nader’s Grand Niece, Samya Stumo, among the Ethiopian disaster deceased. Let’s see, will Ralph Nader let this slide?
Boeing, the FAA and airlines, more concerned about the bottom line [Boeing will now lose 5 Billion Dollars, as estimated] for their hard headed refusal to accept reality and its failures to provide training on the radically new and poorly executed computer flight correction system that is well known, as reported to override the pilots’ ability to safely fly their aircraft.
Pilots already have their hands full without having to play “Pac Man” with their own aircraft or die 3/110ths of a second before their passengers. Boeing and the FAA with primary responsibility for safety were fully aware there was a problem long in advance of this disaster. I for one am having a very hard time feeling sorry for them. Gross negligence is the only reasonable verdict here.
Until two days ago Boeing and the FAA were defending the airworthiness of the 737 Max 8 and finally the Aviation Administrators of the world put our criminally negligent aircraft manufacturer and their government division the FAA in position to finally opt for safety. If killing 346 people can be seen as providing any safety at all. Who else does not feel sorry for them?
These death traps should be required after refitting to start the certification process all over again with independent oversight of the FAA itself involved. Go HERE for more on this despicable display of modern corporate neglect and cold hearted disregard for human life. I applaud the decision to send the black box to France where Boeing’s own FAA has already been utterly discredited, can play second fiddle as their conduct deserves.
Chris Queen. March 21, 2019. I’m still Josey Wales. Please hit the Follow Key above and to the right for coming updates. Please leave your valued comments below and see more prior posts below the form. Thank you.
Waging War For The Truth
My forthcoming, prior, planned book entitled ironically, “Unsafe At Any Altitude” as I told Boeing’s CEO (probably not for long) I am writing. I had no idea until about an hour ago when I ran across this video on you tube that Ralph Nader’s Great Niece was among those killed in the second 737 MAX 8 crash in Ethiopia.
My sincerest condolences, thoughts and prayers to all of the victims of what appears to be the exact irresponsibility I reported in the my prior posts of this week. Originally the book was to be an expose’ on failure of senior engineers to accept responsibility and the incompetence derivative of their training system.
Three generations of my family were Boeing insiders involved in numerous defense, strategic, missile targeting, space, structures and propulsion programs. Again the irony and complete surprise in the fact my title “Unsafe at Any Altitude” being derivative of Mr. Nader’s “Unsafe at any Speed” and the tragic death of his sister’s grand daughter are further explained in the accompanying video by Mr. Nader himself.
RALPH NADER Video concerning the tragic, and preventable crash and the loss to his family, as well many other families:
Such a tragic situation where 157 and then 189 lives have been cut short on almost identical circumstances and with pilots warning Boeing and its government commercial aircraft division, the FAA. They represent your interests equally as the FDA assures safe drugs, right?
Chris Queen. 3/20/2019. Please hit the follow key above and to the right for future updates. Please leave your valued comments in the form below. Thank You.
Prior to the true narrative of Boeing Contractor, Lead abuse, I shared with you a few days ago, there was the Horror (Dooror Horror) also provided by Crabby Sparky the EE, cross trained as an aircraft structures engineer.
Airplanes are essentially pressure vessels like an air compressor tank with wings. The tank in this case is held together, and in shape, by the aircraft structure. The frames and stringers all attached substantially to the skins.
The massive moments, compressive stress, tensile stress and shear stress involved in lifting hundreds of thousands of pounds off the ground on the wings are fearsome to understand. Shear is driven into the skins, requiring they be well attached to the structure and also nice and smooth. Meaning no gouges, drill runs, hole tear outs or other sharp features to concentrate stress.
Ground Air Ground (GAG cycles) is a term referring to the take off and climb to altitude (usually 35,000 feet give or take) requiring pressurization of air cabins to 18 psi (Japanese do 20 psi for passenger ear comfort) and then a return at ground level to 1 atmosphere.
Sheets used in aircraft when I was at Boeing were .063 in. thick. It was a BAC and drawing requirement to maintain 2/3 (if I recall) of that thickness to avoid hard spots (too much stress over the reduced cross section). Further the edges of skins are required to be flat, smooth and perpendicular to the lower and upper faces of the skins. I learned all of this in engineering school. EE don’t. This was at that time clearly all spelled out in BAC5300 if I recall. Pretty sure that’s the number.
As an aside, in Kansas several years ago, the Professional Engineering Exams were updated because Mechanical Engineers way out performed the Civil, Electrical Chemical etc., due to the broad and in depth curriculum involved in the BSME pursuit. The only degree harder to attain is Medicine which essentially covers the BSME curriculum with Organic chemistry and the biology of life and organs.
Dick Nott, my supervisor, told me, and I quote: “Just do what they tell you until you get your stamp.” (great training instructions, Dick, especially where none of the leads accepted responsibility) So I went, observed, examined, analysed, wrote dispositions the way I was told, and presented them for approval and a stamp from the certified. The EE was certified. Material Review Board (MRB) Certification required for continuing as an aircraft engineer in Liaison or going to one of the Airlines. The FAA, here, before I explain the horror should, as the flying public also, should, understand the fact that Crabby Sparky had what you claim as certification, to theoretically provide airworthiness, while I did not. Crabby decided what is airworthy. You should all be afraid.
The door: Crabby EE Sparky and I went down to look at a door for the 747 Jetliner. The doors, are pressure rated structure, had an outer skin and an inner skin with a port for the door mechanism. The tag from the computer was sent for irregular skin edges (supposed to be smooth and perpendicular to the skin surfaces (think square edge) as I learned at KU). These had hand ground facets at various angles to include point transitions between these facets. These edges looked like a diamond cutter’s work along the inner skin port edge. OMG!
I said: “These are not good, we can’t accept this.”
Crabby Sparky: “No, these are OK.”
I said: “Aren’t they supposed to be perpendicular and smooth? Look there are sharp spots in the edge.”
Crabby Sparky: “These are OK, we buy them like this all the time.”
I said: “Are you sure these are alright?”
Crabby Sparky: “Yes, I’ll help you write it up.”
So I wrote it up the way he told me as per my instructions from Supervisor Dick Nott and Sparky signed off on the disposition.
The next morning I found the tag sent back with a note from Dan (very good engineer, mechanical) saying: “Mr. Queen when I looked at this door they were knife edged.” They were. Just like I learned in e school and tried to tell Sparky.
Now, thanks to Dan, no knife edged door skins ever left BWAG with my name on the tag.
One wonders how many doors did leave knife edged since Sparky had told me “We (who else did he train?) buy them like this all the time.”
Knife edged doors such as the ones Sparky told me were alright would produce cracking given enough GAG cycles. Once a crack opens it propagates a bit with every pressurization and then depressurization, then again and again. Once the crack reaches maturity the result is catastrophic failure. Sudden decompression (@ 18psi) and ejection of people (keep your seat belt fastened) from the cabin out into the wild blue yonder as happened during Aloha Airlines Flight 243 several years back. GO HERE for the story on Wikipedia. Tomorrow I will be back to the gospel. Coming later this week: “Mad 737 Max Beyond Pressure Dome.” Yes a play on Mel Gibson, Mad Max Beyond Thunder Dome.
Chris Queen. 3/18/2019. That’s all for today. Having a very good time bringing you these truthful disclosures from the annals of the Lazy B. Please hit the Follow key above and to the right for future updates. Please leave me your valued comments below in the form. Please see my books Misquoting Logic (Amazon HERE) and Misquoting Calculus (Amazon HERE).