Garys

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About Garys

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  1. Garys

    Ethiopia crash

    In regards to the EXTREME FORCES lets not forget about the elevator feel shift function. Although it can also be instigated by the SMYD during a stall by reducing hydraulic pressure, in flight the faster the airspeed the harder the pressure will be on the controls because that's what those two static probes on the Vertical stabilizer are there for, they directly put static pressure on the feel system. So regardless of what caused the initial aircraft nose down attitudes - They had no chance of trimming manually at those airspeeds as has been demonstrated as they were the ones who continually put these EXTREME FORCES on the airframe by keeping the throttles firewalled even after the uncommanded nose down actions and the elevator feel shift function would have made the controls extremely heavy as well. Managing airspeed was crucially important and these mistakes made during the recovery phase will be found to be a big contributing factor in this accident. Regardless of what side of the fence you sit on, learn more about the aircrafts systems and how they factored into the recovery or lack thereof and why.
  2. Garys

    Ethiopia crash

    The source is the SMYD so it doesn't care about the aircrafts configuration unlike MCAS. Its called the elevator feel shift function.
  3. Garys

    Ethiopia crash

    If the aircraft is approaching a stall you want a heavier feel on the control yoke not lighter. It doesn't push the control column forward but it reduces the amount of hydraulic output pressure from the Feel computer to 800psi if I recall to induce the heavier feel, so no it is not incorrect but its not a MCAS function, its the same on the NG and will do that with flaps out on the max as well.
  4. Garys

    Ethiopia crash

    Delly - Your points are very valid and I do agree. However lets not forget that this aircraft didn't experience any type of mechanical failure to the same severity as the national air cargo 747-400 out of Bagram which rendered the aircrew helpless. Regardless of how or why they got there, this aircraft was flyable. I compare this accident similar to the Qantas A380 which compromised 21 out of its 22 systems during climb. The pilots on this flight handled the situation exceptionally and attests to the quality of training and selection of aircrew at the worlds leading airlines. I continue to keep my faith that pilots can still fly aircraft in non normal conditions, but if we are starting to turn the corner where the skills stop at hitting the AP button at 400ft, then the future of pilotless aircraft cant come soon enough. https://www.youtube.com/watch?v=om18cOWFL3Q
  5. Garys

    Ethiopia crash

    Thanks Cowpatz for the excellent reply. This was exactly the insight I was seeking when posing those questions.
  6. Garys

    Ethiopia crash

    cowpatz - As a pilot with 31 years experience flying Boeing aircraft, I would like to ask why you are so easily able to dismiss the blatant lack of airmanship displayed by the captain when he gave permission to the first officer to cutout the stabilizer before unloading the flight controls. This is fundamentally the reason that they were unable to control the aircraft thereafter and clearly written in the AD to bring the aircraft back into trim before using the cutout switches. Although I believe the original intent of the video previously posted was to show just how impossibly difficult it would have been for the crew to control the aircraft, conversely it also proved just how critically vital it was to bring the aircraft back into the pre MCAS trim level before using those cutout switches. There was nothing wrong with the electric trim system so is it not inexcusable that this most basic flying skill was not applied by the pilot in command of a commercial airliner? Although MCAS is undeniably a key factor, I ask the question of how any pilot of your training and experience can be pointing the finger solely at Boeing when this whole accident most likely would have been avoided with aprox 7 seconds of nose up trim
  7. Garys

    Ethiopia crash

    Actually it does. Your skills, training and decision making which is out of our control directly effects whether or not we make it home. Not every crew would have put this one in the dirt. To imply that would be insulting 737 crews all over the world. You are right in that this software is a screw up. It should never have been installed as is.
  8. Garys

    Ethiopia crash

    When we step onto a commercial airliner we are no longer armchair critics. I expect the aircraft to not go mechanical and I expect the flight crew to not turn a bad situation into a dire one if it does. As such I have just as much right to say how I feel about these events as everyone else. Instead of putting yourself in the pilots seat, instead put yourself in the passenger seat where 90% of us here would be sitting. It also seems to me that a lot of pilots putting the blame solely at Boeings feet fly with a stick instead of a yoke.
  9. Garys

    Ethiopia crash

    Its a hard Mantra to break away from really. The quick reaction of the crew to cutout the stabilizer before unloading the flight controls consequently caused everything that happen after that. I'm sorry but the crew is equally culpable for the end result and that is what we as the flying public expect skilled flight crews not to do. Boeing certifying their own aircraft is also something that I hope comes to a complete stop. The whole situation is a mess.
  10. Garys

    Ethiopia crash

    Very valid question, and in recent history we have seen the Air france crash, Asiana crash, the lion Air and Ethiopian accidents and lets not forget the Air Canada taxiway incident that almost ended in the largest aviation disaster we would have ever seen. Is the training of the new batch of pilots inadequate for flying the latest generation aircraft or have the manufacturers taken the systems a step too far? Maybe Niether but as a passenger I want to know the ones at the front are capable of bringing the ship home unless the thing is breaking into pieces or a flock of geese have taken out both engines.
  11. Garys

    787 Home Cokpit

    Very Nice. This will be a good project. Enjoy the build!
  12. Garys

    Running P3D on a Network system.

    Project Magenta is an option. Also Ifly has a 737cockpit builders addition which would allow you to run on a network I believe. PMDG has stated that they intend to further support cockpit builders but that was years ago and nothing new since. No surprises there though. Edit: http://www.aerosoft.com.au/aerosoft_australia/home.html
  13. Yes very true. Even though my experience is different to yours in regards to the gpu usage with V4, It will be interesting to see a follow up to this thread once the card is installed.
  14. A 2500K won the bottleneck shootout. That's a first!
  15. "The 1080Ti is actually a stronger card than the 2070...more at par with the 2080, and with more VRAM as well." This. I run a 3 1080p projector setup 8086K @5gz and my 1080ti only hits 100% usage when I crank up the weather. Even @ 5ghz the cpu is still the limiting factor 99% of the time.