David, Boeing, David George discussed on Coast to Coast AM with George Noory


Yeah. Following up on 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 it is Islamic two mosques in Christ's church. New Zealand sad story. All right back to David's sushi is our special guest. David, of course, is the book called why planes crash 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 that let's go to the phones Joe in the Bronx taken away Joseph gopher. Joe good, David. Now, I understand the black boxes on its way to France twenty two labs to be analyzed if evaluated. What do you speculate? We'll 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, the two really good questions. But what what we hope to get out of the black boxes. There's about ten thousand data points that 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 a wrong signal or if the. Software itself is responding to a signal incorrectly. Those are two different things. And so those that's where you would know what we get off that box is going to 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 to the opium airplane. So that's on the black box. Second question. Software does do that. It doesn't continuously there. Seven different computers, actually that work in in conjunction with each other. And so excuse me on on this airplane. There's only five but on the Airbus they're seven, but they all were in sync with each other. And if one software gets, hey, wires and the other one takes over for it. But does it self-correct itself? No that would fall under the artificial intelligence which hasn't been actually approved for use within the BFA 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 Boeing would you have grounded the planes immediately after the initial October crash with lion air. No, I would not have I I would have been just as confidence they are that the fixes that they had put in play with with fix the problem, and notifying, the pilots and training. Testing all the angle 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 it's just replace all the angle of attack indicators is probably would have been my response now with the second crash. Would you young? I would not have hesitated. One second with the airplane. You have streaming data that airplane had all the information. You needed had already been sent out across the satellite and 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 my God. I bet they're shouting and screaming it's it's got as many wires as go back and forth between the AO indicator and in cash the. Flight data controller. That's how many fingers are pointing 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 Gabrielle of the CEO of if you opium, you know, he struggles with it in. I sent a message to him through a friend of mine July had who is who serves with me on the world aviation for them. And I sent a message to him to send a ready to tell him that he's not alone. Being can you imagine being CEO of a 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. I mean Boeing is saying this happened or that happened. Did he make it as safe as he could? But I reassured him that, you know, having been in the situation myself, if you've read my book, you know, that I've made some safety decisions or didn't make safety decisions that could have saved lives, and and you live with that the rest of your life. It 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. Oh, 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. And David George first of all thank you for having such an educational show. Apple earned so much over the years. Listen to you. Dr. Steve. Staff or staff does it we're we're we're we're just the facilitator, Stephen. But our staffs the great folks, they're the ones who see your Europe management person. Like me, you're, hey, I'm not the smartest guy, but I surround myself that's the trick. You know, as as but David a couple of questions, and and you can tell me what your thoughts are. I know the investigations motto ver I spent thirty eight years working for one company Canavan running ramp that we launch forty aircraft today and turn them. So side, a certified I also have my I know this is a big deal to you guys compared to the rest of the smart people out there. But I have my via far. Pie pilot's license. So I understand and I go back to what David said, it's. Or maybe one of the color set. It's. Here's my question for David Kay. C g center of gravity for the plane. What is the commercial airline? No what? What? My team had the do to validate the CG, and I want this 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 out of bounds. So that's why. Them two hundred and seventy miles to get a seven thirty seven off the ground, which is. Way too long. It's almost the whole runaway. Yeah. Well, during a foreign and no return as you. Well know, right that you just gotta throttle up and hope for the best. So they did that they got the thirty thousand feet as say flip flop 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. Yeah. Which Craig high and low pressure it really makes aircraft fly. Okay. Good questions. Thank you much overhead. David. What do you think? Well, let's address the center of gravity. I and another recent aircraft crash, 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. And there were four lost souls on that airplane that we were certainly tragic, but in that case, I do believe the Sarah 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 the atlas airline that happened there. So certainly certainly gravity can cause many many issues and problems with aircraft and have caused many accidents. Now in this case, the the reason we don't think that's really center of gravity related on. This is because we do show that there's anomalies in the signals that came from the the angle of attack indicator, and and the responses that that we have readings from on that there were streamed through day 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. Are actually had ruinous readings coming on the show twenty five hundred foot per minute climb when the aircraft was still on the runway, which is of course, not possible. So 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, and 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. What I would not do is ask my granddaughter, nor 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 to another country. The biggest problem with that was not necessarily mechanics were bad in this other country. It was a language issue. It was their 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 know time for a couple more. Calls first time caller Joseph and San Diego's with us Joseph. Go ahead, sir. Hi, George, David, Gerald. I I don't have much time. So I I was gonna talk about these things that I thought were possible. But I know the Nassar's got all the information. But I should have said to Watson, the IBM, computer. And but I think they already know what's wrong. But, but my my my theory is is that 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 gonna be big crashes. With this with this plane or just crashes planes because I I the intuitive. I've predicted the Mexican quake, and some sooner is, but the point is I think it's the nose in these engines are huge in this plane is not a seven forty seven. It's a small. It's Muller design anything that that the question of them not having enough time to put up the appropriate software, and it's absolutely ludicrous. And I think a lot of these countries are over their head with this with these planes, and they're not trained at the latest crashed the gentleman had two hundred hours away should have fifteen minimum standard in the US. So I don't know what it was. But I think I had had something to do with the with the nose and the design of the nose and the and the engines being too large. And then when they have the problem with the they they can't has a it's going in the wrong direction. Then they the software is not going to help. So the code into automatic an automatic pilot. And then there's where they go wrong. They're not trained. Let's get David's thoughts on that. If we can't show something schematics, what this command IX, no into their computer models show that if the nose was too big or the engines were too big, it's not gonna work. Yeah. It would it would. But you know, what it was his intuition? Maybe what he's hearing or. Speculating about in the nose is that that's where all the electron IX in the controls the castle all of this equipment is bay is in the nose. So perhaps that's what he's referring to..

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