David, David George, Boeing discussed on Bill Handel

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That story. We let our newscast with tonight the double shootings in the mosques in New Zealand two mosques attacked by four people who are in custody. Forty people now have been killed in that mosque attack twenty injured forty people dead in Islamic two mosques in Christchurch New Zealand shed story. All right back to David sushi is our special guest. David, of course, is the book called White Plains, gresh, David can people still get the book? They do. It's not as available as it used to be. It was all sold out. So I reassured it under a another title called, safer skies. Okay. And so they'll update let's go to the phones Joe in the Bronx, take it away. Joseph go for good it, David. Now, I understand the black boxes on its way to French twenty two labs to be analyzed evaluated. What do you speculate will be gleaned from that process? And also why can't they have software that is self regulating self-monitoring and has the ability to make the necessary adjustments to the main software while the plane is in flight two really good questions. But what we hope to get out of the black boxes. There's about ten thousand data points to get the flight data recorder records, but and we are going to get some information from the voice recorder. But I'm not sure that will give us a whole lot more than what we already know. But what what would be important to get off that black box right now. Is we would know more about whether the angle of attack indicator was giving wrong signal or if the soccer itself is responding to signal incorrectly. Those are two different things. And so those that's where you would know what we get off that box is gonna tell us whether or not the software fixes the Boeing is proposing to send out in April are going to actually fix the problem or not. So it's a double check to make sure that the things that they put in play to to correct the lane here. Accident are the same things that would fix what happened if you be. So that's on the black box. Second question suffered does do that. It doesn't continuously there. Seven different computers, actually that work in conjunction with each other. And so excuse me on on this airplane. There's only five but on the Airbus there's seven, but they all were in sync with each other. And if one software gets wires and the other one takes over for it, but doesn't self-correct itself. No that would fall under the artificial intelligence which hasn't been actually approved for. Use within the the FAA system yet. David how long have the max jets been in circulation just a couple of years, actually? And so these were the first episodes in in two or three years. Yes. Yes. It is. If you were bowling would you have grounded the planes immediately after the initial October crash with line air. No, I would not have done. I would have been just as confidence. They are that that the Sixers that they had put in play with with fix the problem, and notifying, the pilots and training testing all dangled with I think I would have probably done with my maintenance background because I'm an aircraft mechanic. I would've thought well, it's probably maintenance failure. So let's just replace all the angles attack indicators probably would have been my response now with the second crash, would you? I would not have hesitated. One second. The airplane. You have streaming data. Then they're playing had all the information you need. It had already been sent out across the satellite was available to literally everyone in the world. So there was no question that this was related in my mind to the first accident. Do you think that those in Boeing who were responsible for the software development know, exactly what went wrong? Oh, there's a lot of finger pointing going on right now guarantees. Oh my God. After shouting and screaming. Wires as go back and forth between the indicator and in cash from the flight data controller, that's how many things are right now. How'd you like to be the guy responsible for this? He's gonna live with himself on this. It's tough. I mean, even the CEO Gabriela of the CEO of Ethiopian, you know, he struggles with it. And I sent a message to him through a friend of mine July dare who's who serves with me on the world aviation for and I sent a message to him to send a governor to tell him. But he's not alone in being can you imagine being CEO of the company, and you're trying to do everything. Right. You're trying to make sure they just the safest airline in the most proud of this happened. Yeah. And then this happens to you. And you think it's your fault. Because you don't know Boeing is saying this happened to that happen. Did he make it as safe as he could? But I reassured him that, you know, having been in this situation myself, if you've read my book, you know, that I made some safety decisions or didn't make safety decisions that could have saved lives, and you live with that the rest of your life changes your trajectory, and what you're going to do and how you live your life. And my wife says I've been in penance ever since that happened to me, and you. Do that you when you find you're responsible for the loss of life. When you're intending in your whole career is based around saving lives. It's something you can never never forget. Let's go now to Stephen and Fontana California west of the Rockies Steven thanks for holding. Go ahead. George. End David George first of all thank you for having such an educational show. I learned so much over the years. Listen to your heart. Our staff staff. Does it we're we're we're we're just a facilitator, Stephen. But our staffs the great folks, they're the ones who see you're a management person. Like me, you're yeah. I'm not the smartest guy that I surround myself. That's the trick. But. David a couple of questions and. And you can tell me what your thoughts are. I know the investigations might over. I spent eight years working for one company ten running away that we'd launch forty aircraft today and carrying them. So side, a certified also have my I notice a big deal to you guys compared to the rest of the smart people out there. But I have my via far, private pilots license. I understand. And I go back to what David said, it's. Or maybe one of the color ship. It's simple. Here's my question for David. Okay. E G center of gravity for the plane. What is a commercial airline? What? My team had to do to validate the CG and want to be an educational call for people that don't understand why aircraft fly that's number one. And then number two, okay. CG's Atta balance. So that's why it took them two hundred seventy notch to get at seven thirty seven off the ground, which is way too long. That's almost the whole runway. Yeah, they love there's a foreign no return as you. Well know, right that you just gotta throb up and hope for the best. So they did that they got the thirty thousand feet as they flip flopped went up and down. It shows me that the center of gravity saw. And then secondary to that. Once they started to know nosedive, why didn't for new principal kick in which creates high and low pressure. It really makes aircraft fly. Okay. Good question. Thank you much. David. What do you think? Well, let's address the center of gravity. I in another recent aircraft crashed which was the Amazon prime. It doesn't seem to have affected. The news too much. You know, it wasn't that pronounced that it happened. There were four lost souls on that airplane that we were certainly tragic, but in that case, I do believe the center of gravity caused that in the load shift, and that's what we're what we're speculating at this point that that's what happened with. Yeah. Airline that hasn't there? So certainly sooner gravity can cause many many issues and problems with aircraft and has caused many accidents. Now in this case, the the reason we don't think that's really center gravity related on this is because we we do show that there's a nominees in the signals that came from the the angle of attack indicator, and and the responses that that we have readings from on that stream through the DSP. So we don't think that it was that one of the suspicions. We have is to why it took so long to get off the runway was that the that angled attack indicator actually had ruinous readings coming out the show twenty five hundred foot climb when the aircraft was still on the. Runway, which is of course, not possible. Even if the planes were flying today, would you get on a seven thirty seven max. You know, I put it this way before and I'll say the same thing again, if I was flying for business I had to be someplace in the last minute, they swapped out Amax eight. And I had to fly on it. I most likely would get on it. But I would not do is ask my granddaughter more my family to get on it. Okay. That's a good question. And good point good point. I I've got to tell you though, I I will support US mechanics over any foreign mechanic any day of the week. I'll tell you that. That's a good point because we do in this industry. There's a lot of subbed out maintenance on these aircraft and one of the issues that we had when I was still with the FAA back. This was back in two thousand four or five. I went over to London and worked a lot with with a company over there on the seven forty seven parts that were being repaired over there. And they were sending them those parts another country. The biggest problem with that was not necessarily the mechanics were bad in this other country. It was a language issue. It was the ability to understand the manuals, then converted. But as you probably know when you talk one language, and you and technical terms, you you really can't translate directly when you're talking about technicians in technical terms. So that really created a lot of problems in the maintenance wasn't being properly because of that communication problem. You time for a couple more calls first time caller Joseph and San Diego's with Joseph. Go ahead, sir. Hi, George, David. I I don't have much time. So I I was gonna talk about these things that I. I thought was possible. But I know Nassar's got all the information. But I should have watching the IBM computer, and you, but I think they already know what's wrong. But, but my my theory is is that the the nose of the aircraft is definitely designed for and I'm not I'm not a scientist, but also intuitive. But I I saw this coming months ago. I knew there was going to be big crashes. I with this with this plane or just crashes in get planes because I am an intuitive. I've predicted the Mexican quake, and the sooner is, but the point is I think it's the nose, and he's engines are huge, and it's plain it's not a seven forty seven. It's a small it's a smaller design, and I think that the question of them not having enough time to put up appropriate software, and it's absolutely ludicrous. I think a lot of these countries are over their head with this with these planes, and they're not trained. The leaves crashes. The gentleman had two hundred hours wake should have fifteen minimum standard in the US. So I don't know what it was. I think I had something to do with the with the nose and the desire of the nose and the and the engines being too large. And then when you have the problem with this. They they can't has a it's going in the wrong direction. Then they the software's not gonna help. So he throw it into automatic on automatic pilot..

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