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

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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 mosques in Christ's church New Zealand set 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 read issued it under a nother title called safer skies. Okay. And so we'll update let's go to the phones. Joe in the Bronx. Takeaway Joseph Ghafoori, George Joe. Good, david. Now, I understand the black boxes on its way. The French twenty two labs to be. The analyzed 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. This the flight data recorder records, but and we are going to get some information from the the voice recorder. But I'm not sure that will give us a whole lot more than what we already know 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 gonna tell us whether or not the software fixes that. 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 laying air accident are the same things that would fix what happened to Ethiopia airplane. So that's on the black box. Second question. Software does do that. It doesn't continuously. There are 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 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 into 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 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 that the fixes that they had put in play with with fix the problem, notifying, the pilots and training. Testing all the angle that would 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 have young? I would not have hesitated. One second with airplanes. You have streaming data that airplane had all the information you need. It 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 guaranteed. Oh my God. I bet they're shouting and screaming it's it's warming as many wires as go back and forth between the AOL indicator and m cash from 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 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 is who serves with the on the world aviation for them. And I sent a message to him to send a got ready to tell him that 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. I mean, Boeing 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 this situation myself, if you've read my book, you know, that you know, 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've. Do you do 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. Hey, george. N David George first of all thank you for having such an educational show up aligned so much over the years. Listen to you or mar Stephen sheets, our staff 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 you're a you're a 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. Couple of questions and. And you can tell me what your stops are. I know the investigations might over. Our I spent thirty eight years working for one company. Ten of running haram that we'd launch forty aircraft today and turn them. So side, a certified I also have my I know this is a big deal you guys compared to the rest of the smart people out there. I have my via far. 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 know what? What? My team had the 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 it took them two hundred seventy miles to get a seven thirty seven the ground, which is. Way too long. That's almost a whole runaway high. They 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. Which Craig tie and low pressure. It really makes aircraft fly both of the okay. Good questions. Thank you much ahead. David. What do you think? Well, the list address the center of gravity. I in 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 airlines that happened there. So certainly sooner 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 because we do show that there's anomalies in signals that came from the angle attack indicator, and and the responses that we have readings from on that they were streamed through the aid ESP. 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 angled attack indicator. Are actually had ruinous readings coming out this show twenty five hundred foot per minute climb when the aircraft was still on the runway, which is of course, not possible. 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 the 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 in technical terms, you you really can't translate directly when you're talking about technicians and 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. Hi, David Jones. I I I I don't have much time. So I I was gonna talk about things that I thought was we're possible. But I know NASA has got all the information..

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