17 Burst results for "David Boeing"

"david boeing" Discussed on KNST AM 790

KNST AM 790

03:52 min | 1 year ago

"david boeing" Discussed on KNST AM 790

"2016, the wife of a rural Georgia police officer, is found inside a locked closet. Two shots had been fired from her husband's service weapon, her head resting on a pillow victim of an apparent gunshot. What really happened inside that closet, And in the hours and minutes before the shots rang out. People do things that don't make sense and under stress under dynamic situations, they're crumbling marriage was no secret high school sweethearts were ready to call it quits. It was Jessica Boynton at the point of No return. Nothing in my mind said that she was suicidal in my mind. I knew she was upset and dealing with maybe some minute to depression. Who wouldn't when your husband's cheating on you that would hurt anybody. What about the gunshots? Heard hours before her husband reported hearing shots. I just laid down on the first shot went off and it was like someone gunshot. What about the physical evidence? Her hands were pristine, clean their wass. No gunshot residue We found on her authorities may say that the investigation was complete, exhausted and it's led you This finding I disagree with that, and many others do as well. I really believe that we will get justice. Way happen. The officer's wife, a new podcast from vault studios, listen and follow this podcast for free on the I Heart radio app number one for music, radio and podcasts, all in one My hard radio goes one on one with Phil from Def Leppard explaining what a positive experience recent recording sessions have been. It was so refreshing. It's like you're actually gonna just do what we wanted to do it. We didn't realize this but you know when, you know Zeppelin stones that the old David Boeing is waving Jimi Hendrix, you know, they just get an idea for song. Ride it, record it and not worry about it. And that was the eye was about the art and the love of music lovers, right insoles. Keep listening Toe I hard radio for Mohr of Def Leppard and all your favorite artists I heart radio goes one on one with Luke Bryan asked about his tattoo situation will have my Hutton show book Commander. I have the logo tattooed on my arm. And then I have my boys names tattooed on my wrist. Given that I have 10 my butt cheek. That Jason Aldean told everybody in the candlelight Jason Collett glimpse of it. Well, that's totally weird. Sorry. Keep listening to I heart radio for more Luke Bryan and all your favorite artists. I. Heart radio goes one on one with Rod Stewart to discuss how different his recording process has become. Over the years it was it was. The whole process was absolute from You know, because in the old days I used to make albums in the eighties in the early nineties will go into the pub for about three hours and get blind drunk and then going to student trying make music. Invariably, when you listen back to it, the next time was totally useless. So I just took up so much time being in the studio in on a white from your family and everything, but this is why we do. This can live in months where I wouldn't see Kevin and we just put it through your computers. He'd sent me over. You know a court sequins. I try and fit some lyrics to send it back to him, and he'd send it back to me. Then weigh only went into the studio a few times was real drums on and do the vocals. Otherwise. It was all done in Kevin's house in my house, which is wonderful with pro tools. Keep Listeningto I heart radio for more Rod Stewart and all your favorite artists. Anybody.

Rod Stewart Kevin Luke Bryan Jessica Boynton Def Leppard officer Jason Aldean Georgia Jason Collett Jimi Hendrix David Boeing Mohr Hutton Phil Commander
"david boeing" Discussed on 600 WREC

600 WREC

03:22 min | 1 year ago

"david boeing" Discussed on 600 WREC

"Heart radio goes one on one with Neil Sean of Journey to discuss how his father actually helped journey. Arrange some of their music. Well, he thought the man was very musical. He actually did a lot of string arrangements that that Iran a journey records are my dad's arrangements. Yeah, like Mother, Father I co wrote with him, and he did the string arrangements on that he did. String arrangements on open arms Pretty much all the songs that have strings My dad did the arranging, Keep listening Toe I heart radio for Mohr, Neil, Sean and all your favorite artists. My hard radio goes one on one with Phil from Def Leppard explaining what a positive experience recent recording sessions have been. It was so refreshing. It's like you're actually gonna just do what we wanted to do it. We didn't realize this but, you know, wouldn't exactly the stones of the old David Boeing insulating Jimi Hendrix. You know, they just get an idea for song. Ride it, record it and not worry about it. And that was the eye was about the art and the love of music lovers, right insoles. Keep listening Toe I hard radio for Mohr of Def Leppard and all your favorite artists. Here are the top journey songs that you thumbed up. Number three separate waves world's apartment number to any way you want it. Number one. Don't stop believing Hear more from journey and similar artist Now search for journey on my heart radio. All your favorite music all your favorite stations all free I heart radio goes one on one with Florida Georgia line to talk about how you know when you're doing it, right. You know, we said years ago we're down to key West. I remember we were talking. We have it off. They were, you know, doing some riders around stuff. He said, You know, hopefully one day we won't be able to walk around. You know, pretty much anywhere and that that means you're doing something right. So thank God for blessing us in our fans, man. It can't talk enough about him. Keep listening to I heart radio for more Florida Georgia line and all your favorite artists. I heart radio goes one on one with Bryan Adams to talk about what he creatively enjoys. The mouth's still to this day is the most exciting thing about what I do, which is writing sought. I like to write songs. It's only thing really about all of this that I really love. All that sitting on Chapman going on tour, and that's all right, you know, But for me making music is the one that it really sparks. You know, I'm ready to get off on, you know? Yeah, Doesn't There's nights those gigs where you complains, you come offstage And you think that's why I don't have to play. I just played the best gig I've ever played. I can die now, Um and then and that's that's happened to me. But It would be nothing without the song..

Neil Sean Def Leppard Mohr Florida Bryan Adams Iran Georgia Um Jimi Hendrix Chapman David Boeing Phil
"david boeing" Discussed on Radio Free Nashville

Radio Free Nashville

02:15 min | 2 years ago

"david boeing" Discussed on Radio Free Nashville

"Responsible for much of this cover up in a what the hell is going on in Georgia number one number two ever heard of a pyro cumulus cloud cumulus clouds in the thunderstorm clouds in the big thunder heads those are called cumulus or cumulonimbus clouds but a pyro cumulus cloud is a cloud they they have winds of in internal winds of more than a hundred miles an hour and insanely intense heat seven hundred degree heat and they're happening all over the place all around the world now we never saw these things even five years ago this one researcher says you know they're supposed to be as common as as hobby horse Prue in other words they're just not even supposed to exist and they're they're they're happening all over the place more than thirty of these pyro cumulus events have happened in Australia just the last three months hello David Boeing professor of pyro geography at the university of Tasmania says this is a complete tipping point pyro cumulus amounts are meant to be as rare as rocking horse poop over the past three years firestorms of developed in California Russia Portugal and Canada he says the models reviews are not working on these new types of fires they don't even know how to model the weather that is being caused by these massive fires that are the result of global warming he said if you look at all the big fires the world since twenty sixteen there is a trend it's an evolution of fire intensity more than ten million actors of already been burned in Australia and finally we just the banks are reporting their their earnings their stocks are all going up because they all made billions because of destruction tax cut thirty two billion dollars in tax breaks went to the big banks and it I instead of using this money to increase lending they had this is from Bloomberg now topping thirty two billion dollars is the lenders curbs new borrowing paired jobs and ramped up pay outs to serve the shareholders in other words they lay people off they don't they don't want you anymore money and they'd pass up the.

researcher Australia professor California Russia Portugal Canada Bloomberg Georgia David Boeing university of Tasmania
"david boeing" Discussed on Bloomberg Radio New York

Bloomberg Radio New York

02:13 min | 2 years ago

"david boeing" Discussed on Bloomberg Radio New York

"I'm David Westin brewer first word news we go now to mark Crompton David Boeing thought it was close to finishing a software redesign Ford's ground at seven thirty seven MAX jet over the summer but problems with simulated flights delayed the planned re launch for months has learned that a simulated computer computer glitch caused the plane to dive aggressively it resembles a problem going to cause a pair of deadly crashes months earlier Boeing was forced to overhaul the plane's flight computers president trump is set to re write the rules on vaping remarks at the White House today he announced plans for new regulations on E. cigarettes and vaporizers in the United States we have to take care of our kids both support twenty one something that meanwhile the head of the White House domestic policy council Joe Rogan calls the FDA's regulation of tobacco quote a huge waste of time he says the agency should focus on improving and monitoring new drugs Israeli prime minister Benjamin Netanyahu was appointed hardline politician tally Bennett as defense minister in his caretaker government Netanyahu's move appears aimed at shoring up opposition to attempts by his chief rival to former Israel's next government Benny Gantz is trying to piece together a majority coalition government after inconclusive elections in September Netanyahu has since tried and failed to do so lawyers for Brazil's former president Luiz innocent this silver had begun legal procedures requesting his release from prison the move follows a Supreme Court decision that a person can be imprisoned only after all appeals to higher courts have been exhausted blue has been detained since April of twenty eighteen after being convicted of corruption global news twenty four hours a day on air and a tick tock on Twitter powered by more than twenty seven hundred journalists and analysts in over one hundred twenty countries by more content this is Bloomberg David thank you so much mark Webber bulwarks.

Brazil mark Webber Supreme Court tally Bennett White House president MAX mark Crompton David Boeing David Westin Bloomberg David Twitter Luiz Ford Benny Gantz Israel Benjamin Netanyahu prime minister FDA Joe Rogan
"david boeing" Discussed on New Jersey 101.5

New Jersey 101.5

14:01 min | 3 years ago

"david boeing" Discussed on New Jersey 101.5

"New Jersey one oh one point five instant weekend weather today, a mix of sun and clouds. Highs right around eighty degrees. For tonight, partly cloudy skies, lows around sixty five tomorrow, it's Father's Day. Mostly cloudy skies in the morning, showers thunderstorms could possibly have in in the afternoon. Books. The sound of faith. One. Another one. Another one. Not. Another one. Another one. Another one. We talked New Jersey all week and then we rock, New Jersey all weekend long. Jersey one point five weekdays. We saw we David Boeing and vein church. Things. Again. Fleiss. Gotta have. The fame. Please. These. L. To say, but think of the date. These. Got have. As I gotta have. New jersey. John time is three thirty four G Quincy here with you. Intil seven o'clock play in all of Jersey's favorite hits. Let's get another check on the roads right now with New Jersey fast traffic. On the Parkway. Northbound one forty three to one forty five this southbound side, one forty nine to one forty seven. Again,.

New Jersey David Boeing G Quincy Intil three thirty four G eighty degrees
"david boeing" Discussed on World News Tonight with David Muir

World News Tonight with David Muir

04:24 min | 3 years ago

"david boeing" Discussed on World News Tonight with David Muir

"Update for the anti-stalin safety system. A system implicated in the first crash of a lion air jet and suspected in the second crash in Ethiopia Ethiopia sank tonight. It's politically report confirming or pointing to another cause is coming later this week. Well, it's believed a bad sensor and pilot error caused the first crash. Boeing says it software update will make the safety system harder trigger and easier to recover from. So let's get to David curly. He joins us live today. From Denver International airport and David Boeing has said they have a software fix now for these max jets, but the EPA still needs to certify. Yes, sir. Ciza told us it would be certified by today. But now Boeing has additional documentation do by the end of the week. So it could be this time next week that it's actually certified David David curly leaning us off tonight on the breaking story. David. Thank you. The other major headline late today the unexpected turn for actor jussie smollet. Prosecutors dropping all charges against the actor for allegedly staging that hate crime attack. What's bullet, then insisted in front of the cameras afterward, and this whole move to drop charges blindsided and infuriated Chicago's police superintendent, and the mayor tonight here, they're angry words as well. ABC's Alex Perez from Chicago tonight prosecutors in Chicago making that surprise deal with Jesse small et to drop charges blindsiding and angering the city's mayor and top cop. I've been truthful and consistent on every single level since day one. I would not be my mother, son. If I was capable of one drop of accused of but officials quickly block. Lasting prosecutor's decision to make a deal with small let you all know us, Dan. Do I think Justice was served? No, this is a whitewash of Justice in the end of the day. It's Mr. small at the committed this false claim under the deal small Lunt did community service and will forfeit his ten thousand dollar bond in exchange for no charges. But even prosecutors today said they too believed. He lied to police you leave that he lied on the police report. Yes, this was not an exoneration to say that he was exonerated by us. Or anyone else is is not true, Chicago. Police officials say they had no idea. This was coming. It shows to hide behind secrecy and broker a deal to circumvent the judicial system. It comes after small was indicted on sixteen counts for allegedly lying about a hate crime attack. Smaller describing a homophobic and racist incident were two men beat him and left a noose around his neck who make something. Like this up. But police have insisted they had plenty of evidence to prove small at lied, including the testimony of two brothers who said he paid them with this thirty five hundred dollar check those men later spotted on camera buying supplies for the attack, Mr. small. It is still saying that he is innocent still running down the Kaga police department. How dare him? How dare him? Does it? They person Dow who's been let off scot-free with no sense of accountability. Is there? No decency in this, man. Alex Perez live with us again tonight from Chicago on this case, and Alex Justice Molet, we should point out is still facing federal investigation tonight. Yeah. David the FBI is investigating. Whether he mailed a threatening letter to himself not to give you an idea of how quickly things unfolded here today, the judge odor, the details of this case be sealed by this afternoon. The clerk's office telling us the entire case had been wiped from their system. David Alex Perez tonight. Thank you next to seeming. There was news late today on win congress, and perhaps the American people might actually see the actual mother report more than the attorney general summary. They say it will now be a matter of weeks, not months. President Trump's celebrating victory today up on the hill. No collusion with the Russians with Republicans. And now a new battle tonight the president and the move today to overturn ObamaCare once and for all and what would this mean for millions currently covered with pre existing conditions. ABC's Mary, Bruce Ombu hill tonight. As President Trump arrived on Capitol Hill today word from the Justice department that a version of Robert Muller's report will be released in weeks. Not months report was great..

Alex Justice Molet Alex Perez David David Chicago Boeing David curly Jesse small Ethiopia ABC David Boeing President Trump president Denver International airport Justice department jussie smollet Ciza Robert Muller superintendent
"david boeing" Discussed on World News Tonight with David Muir

World News Tonight with David Muir

02:57 min | 3 years ago

"david boeing" Discussed on World News Tonight with David Muir

"On the pilots, take appropriate action. What we've learned from these two accents that may not occur in the US, south western American Airlines, both pay for those additional safety. Features. United does not saying it's pilots use other indicators and are trained to shut off the anti-stalin system if it engages incorrectly. So let's get right to David curly with us live tonight and David Boeing tonight is now saying going forward they're going to make a one of those features. They charged extra four standards. Yes. And the other one they say some airlines don't want on their screens that software fix could be ready by next week or the following week. David curly leading us off again tonight. David, thank you. We also have new reporting tonight on the Muller report expected at anytime. All eyes were on Robert Muller as Iran at work. Today. Even President Trump talking about the report in the last twenty four hours saying let the public see it. Well tonight, right here would our giancarl has just learned what not to expect. When this report comes wearing a baseball cap and driving himself. Robert Muller arrived at his office today. Amidst widespread speculation his investigation is about to end tonight. Sources familiar with the probe till ABC news. They expect no more indictments from the special counsel. I asked the president whether the public will get a chance to see Muller's. Final report American public have a right to see them. All report. I don't mind, frankly, I told the house if you want let them see it let it come out. Let people see it that's up to the attorney general Eva, very good attorney general's a very highly respected. And and we'll see what happens President Trump says he wants to see the report himself. I think it's ridiculous. But I want to see the report. So what will the reports say about the president in any? Others who are not indicted today. Aclu in form of a little notice letter written last year by the man who is overseeing the Muller investigation deputy attorney general rod Rosenstein in that letter Rosenstein made it clear there would not be a replay of what former FBI director James Comey did in June twenty sixteen when he held a news conference harshly criticizing Hillary Clinton, even as he announced she would not be indicted as Rosenstein wrote, we also have a duty to prevent the disclosure of information. They would unfairly tarnished people who were not charged with crimes Giancarlo live at the White House again tonight, John I want to get back to your reporting late today, your sources telling you tonight that they do not expect any more indictments from the special counsel. David. I am told not to expect anymore Deitz from the special counsel. But as White House officials are keenly aware that is not the end of the special counsel investigation is not an end its investigations in. To related to the president of the United States. There are still multiple criminal investigations. And of course, David Democrats in congress are just getting started. All right giancarl with is John. Thank you. In. The meantime,.

Robert Muller president special counsel President Trump David curly David rod Rosenstein David Boeing United States American Airlines David Democrats John James Comey United ABC attorney baseball White House Hillary Clinton deputy attorney general
"david boeing" Discussed on NewsRadio KFBK

NewsRadio KFBK

13:24 min | 3 years ago

"david boeing" Discussed on NewsRadio KFBK

"David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employees about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we also into Airbus. We looked at how the aircraft are certified in the certification process works the way it's supposed to and it really gave me insight into the cultures within these large organizations and was quite enlightening. Even though as we're already working for the FAA, which is. A large organization it was different to see Boeing, and how the manufacturer airplanes, but the the the mindset behind manufacturing airplane is just it's it's almost inconceivable the complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the parts that make that airplane fly. Oh my God. It's incredibly even more Orville and Wilbur Wright would have been impressed. Would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for the these automated systems, we probably would not be able to afford a flight afford a ticket to go fly anywhere right now. The reason that it is a fishing is because of the engineering and because of the software that drives it implies it if it was just up to a pint of flying the airplane, it probably wouldn't be efficient officiant enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence. And the impact that is going to have as we move forward. But the fact that our our. Human development is kind of behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change. What what I think when we develop software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. I'll tell you I never looked towards the pilot to see if they could have solved it or not. I called the it's proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilot's fault. I'm not saying it can't be because it can. But the where that comes from the NTSB the National Transportation Safety board their mission is to find that proximate cause which again is the last thing that could have prevented the accident before it hit the ground. Well, typically, that's the pilot. The pilot is the last person last line of defense between their craft accident. But what's often not considered is the fact that why did the pilot have to be in that position why did captain solely have to be in a position to become that he wrote that he became because he was put into situation he was flying into very where there is a lot of birds. Why was he flying there? Why did they allow that to happen? You know, those things that we have to look at his accident. Investigators particularly from the FAA, which the the nine responsibilities of the air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they really can't because the parts of the bird would still the bird. If the engines are designed to accept birds and have them, go through them. That's not the issue. What the issue is flocks of birds, and if a screen was in front of an engine than the flocks of bird would still have the same effect. It would still stopped logging across the engine. All right. Let's take some calls. Robert and Seattle to get started. Go ahead. Robert. Hi, how you doing George? My call. Thank you. Yeah. You a couple of times over eight hundred and and other and I remember company you. No, I think I have a couple. Questions to ask your guest is one in divine air crash, they were actually having a oscillation going up and down and stuff like that. And and prior to that they had the same problem on a previous flight before they changed the LA. And then when they landed they call it, they call it a a squawk, but LA name change it took off again and had the same problem. And you guys did not understand how to turn that off. Switches that you can turn that off and on the east European here. Now, this this is the same scenario. It's uh staying up and down nothing right before it nose-dived. And I'm curious with your guests is is it a problem with the impasse? Or is it a problem with the air data computers? Hi roberts. Thanks for calling. So the way I see it right now. It could be anywhere in the chain. But what I'm seeing from the the ADS be that the data that's coming in on the vertical speed, what did showing the actual AO? A indicator is giving false Romania signals to the M S. So the flight data recorder excuse me. What would you say the flight data controller? About I was talking about the air data controller. No, the air data controller is not doing anything at that point is just this is it goes through the data controller your data controllers not commanding at that point. Commanding movement is the it's entirely separate from the data controller. So so this is not something that has to do with their data controllers that I can tell us this point. And so as you get into the m tests and stuff like that you get into a situation where it is up there pain pitches down. And then it's what's called a mock duck. As your comes down. And does I believe that my tax Bill moved the elevators into the up position? And then the the tests but moving in the down position is causing the oscillation back and forth. True. But remember too that the cast is still responding to what the what the AO is telling it. So is the AOL is bit information and you get into the talk. And then you you're doing that oscillation Corp thing they've got to. So you get into that oscillation. The the airwaves still adding false information to that. So now, the cat's is having to figure out not only is going on in the controller that's controlling trying to compensate for that the M cast is trying to compensate for the fact that that he always saying it's not doing what it's been commanded to do. So that's where it really gets best up. And that's where that's how you end up with continuing to push down. I think it goes it about two and a half a point two five degrees per second will push the nose down at that rate. Robert, thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Hi, thanks, gentlemen. And I'd like to have the courtesy of a little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mach tuck. I've had the pleasure of crashing a seven twenty-seven any later, you know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom. I was in Saint Louis George at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin a full power flat. Spin was also able to recover from an inverted flat spin. And I did it by popping the drogue chute used for breaking on landing smart. So that's something that that that this the first crash scenario could have benefited from that drug shoot the from an airline transport pilot and from the pilots viewpoint from my from my viewpoint. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in the old style. And and and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that is helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be the pilots to be able to no matter how sophisticated the aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of system. So that when when there's whenever there's any doubt of some phantom things happening and both of those crash scenarios, they were entirely phantom type thing. Those airplanes were both in in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policymakers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these a crash scenario seemed to be in in in phantom things start popping up. The very first thing pilot is gonna reach for is to disengage all the automation in simply hand fly the airplane, which which is very simple to do. And and and I'd like to stay on the line. Just a second. If you could please respond to that with me online. Please. Glad to I I'm one hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off an pilot. All you want the still runs, and they've never told the pilots with that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying are you are you an these anomalies occur. Are you responding to a software glitch? That's not the first thing that comes to my mind. What comes to my mind is that I've turned off the autopilot everything's normal. So I'm fighting is an aero dynamic change in the aircraft. Something's going on. I don't have control over it. Or there's something dragging out there that shouldn't be like the Aloha accident when it crashed up in up in California. Excuse me there Alaska. So I agree with you one hundred percents that how it should be. And that's exactly what is going to have to be dealt with with with only how did they design something. And then not tell the pilots that they have could it into the big mistake. Go ahead. David follow up question. Guy. Yes. To just a quick response to that is is that let me re restate what I said the engineers needed to build into the airplane await for the pilot to beyond the shadow of a doubt know that he or she when he turns off the system is stripping away, all of the automation. And so that any a nominal anomalies that are left that the pilot is noticing he knows that it's not the phantom ridden electronic database, computer system. He knows he's dealing with nothing but mechanical equipment at that point. And and none of the phantom computer software, you need to be able to disengage all of that entirely and still fly the airplane. And and the these recovery shoots need to be incorporated into our airline is remember that when the therefore the military has crashed why fly by way or F16.'s where the I fly wear they'll put into operations, and they crashed those things left and right. The pilot. The the way that you've you solve that problem is the pilot ejects, and and the the the the cabin crew the flight crew and the passengers cannot eject out of airliner. And so you need to incorporate the recovery shoots that are already designed. They just need to spend the weight and spend the money to put them on there in lies the problem. Interesting the money. That's right. It's all about that thing. That was very good..

David Boeing proximate cause FAA Robert Boeing Saint Louis George Everett LA Alon musk Airbus Orville Washington Hi roberts oscillation Corp NTSB Air Guard Romania Seattle
"david boeing" Discussed on KNST AM 790

KNST AM 790

11:56 min | 3 years ago

"david boeing" Discussed on KNST AM 790

"David Boeing, employs a hundred forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there where they employ about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft certified in the certification process works the way it's supposed to and it really gave me insight into the cultures within these large organizations. And it was quite enlightening. Even though is we're already working for the FAA, which is. A large organization it was different to see Boeing and how they manufactured aeroplanes. But the the the mindset behind manufacturing is an airplane is just it's almost inconceivable the complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the parts that make that airplane fly. Oh my God. It's incredibly even more Orville and Wilbur Wright would have been impressed would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for these automated systems, we probably would not be able to afford a flight afford a ticket to go fly anywhere right now. The reason that it is a fishing is because of the engineering and because of the software that drives it. Implies it if it was just up to a pilot flying the airplane probably wouldn't be efficient efficient enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence and the impact that it's going to have as we move forward. But the fact that our our. Human development is kinda behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that unin mental note. So it needs to change. What I what I think when we develop software we developed technology. Now, it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. I'll tell you I never looked towards the pilot to see if they could have solved it or not. Incurred I called the it's proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But the where that comes from the NTSB the National Transportation Safety board their mission is to find that proximate cause which again is the last thing that could have prevented the accident before it hit the ground. Well, typically, that's the pilot. The pilot is the last person last line of defense between their craft accident. But what's often not considered is the fact that why did the pilot have to be in that position why did captain solely have to be in a position to become that he wrote that he became because he was put into situation he was flying into very where there is a lot of birds. Why was he flying there? Why did they allow that to happen? Know things that we have to look at his accident. Investigators particularly from the FAA, which the the nine responsibilities of the air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they really can't. Because the parts of the bird would still the bird at the engines are designed to accept birds and to have them go through them. That's not the issue. What the issue is flocks of birds, and if a screen was in front of an engine than the flex bird would still have the same effect. It would still stopped logging operas the engine. All right. Let's take some calls. Robert and Seattle to get started. Go ahead. Robert. Hi, how you doing George? Call. Thank you. Yeah. Charge. You a couple of times overplay eight hundred and and other and I remember buying something. Oh, you know. I think. Your questions to ask your guest is one in divine air crash. They were actually having a also going up and down and stuff like that. And and prior to that flight they had the same problem on a previous flight before they change the LA, and then they band, and they call it. They call it a a squat, but may change it. Took off again and had the same problem. You guys did not understand how to turn that off. She switches that turn it off and on the east, okay and paying now this this is same scenario. It's us saying up and down nothing right before it nose-dived. And I'm curious what your guests is. Is it a problem with the M cast? Or is it a problem with the air data computers? Hi, Robert, thanks for calling him. So the way I see it right now, it could be anywhere in the chain. But what I'm saying from the eighty S b the data that's coming in on the vertical speed, what did showing that the actual AO? A indicator is giving false Romania signals to the s. So the flight data recorder excuse me. What would you say the flight data controller? Now, I was talking about the air data controller. Yup. No, the air data controller is not doing anything at that point is just this is it goes through the data controller data controllers, not commanding at that point lemmings commanding movement is the case it's entirely separate from the air data controller, so so this is not something that has to do with their data controller that I can tell us this point nine until as you get into the m Kasim septic into a situation where it up their pain pitches down in what's called a mock duck. As you pink comes down. And does I believe that my tax Bill moved elevators into the position? And then they the Imtiaz but moving in the down position is is causing the oscillation back and forth. True. But remember too that the cast is still responding to what the what is telling it. So is the league is that information and you get into the talk. And then you you're doing that oscillation corporate saying they've got to. So you get into that also Latian the the airwaves still adding false information to that. So now, the cat's is having to figure out not only the mach tuck that's going on in the controller that's controlling trying to compensate for that the M cast is trying to compensate for the fact that they always saying it's not doing what it's been commanded to do. So that's where it really gets best up. And that's where that's how you end up with continuing to push the down. I think it goes at about two and a half a point to five degrees per second will push the nose down at that rate. Robert, thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Yeah. Hi, thanks, gentlemen. And I'd like to have the courtesy of a little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mach tuck, I've had the pleasure of crashing a seven twenty-seven simulator. You know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom. I was in Saint Louis storage at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin full power, flat spin. I was also able to recover from an inverted flat spin. And I did it by popping the drogue chute used for breaking John landing in. So that's something that that the first crashed in aerial could have benefited from that drogue chute be from a an airline transport pilot. And from the pilots viewpoint from my from my viewpoint. Point. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in in the old style. And and and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that it's helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be the pilots to be able to no matter how sophisticated the aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of systems. So that when when there's whenever there's any doubt of some phantom thing happening and both of those crashed in areas that they were entirely phantom type thing. Those airplanes are both in in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policymakers that dictate the operation of us aircraft. And when you're in a normal phase of flight like both of these these a crash scenario seemed to be in in phantom things start popping up the very first thing pilot is going to reach for is to disengage all the in simply hand why the airplane which which is very simple to do. And and and I'd like to stay on the line just a second. If you could please respond to that with me online. Please be glad to I'm one hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off an pilot. All you want the still runs, and they've never told the pilots with that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying. Are you are you in these anomalies occur? Are you responding to a software glitch? That's not the first thing comes to my mind. What comes to my mind is that I've turned off the autopilot everything's normal. So I'm fighting is an aero dynamic change in the aircraft's something's going on. I don't have control over it. Or there's something dragging out there that shouldn't be like the low high accident when it crashed up in up in California, excuse me there Alaska, so I agree with you one hundred percents at how it should be. And that's exactly what is going to have to be dealt with with with Boeing, how did they design something? And then not tell the pilots. That they have put it into the big mistake..

David Boeing proximate cause Robert Boeing FAA drogue chute Everett Airbus Washington Alon musk LA Air Guard NTSB Seattle Romania Alaska Orville George
"david boeing" Discussed on News Radio 1190 KEX

News Radio 1190 KEX

04:01 min | 3 years ago

"david boeing" Discussed on News Radio 1190 KEX

"David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employees about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you. With the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft are certified in the certification process works the way it's supposed to and it really gave me insight into the cultures within these large organizations and was quite enlightening, even though as we're already working for the FAA, which is a large organization it was different to seat Boeing and how they manufacturer airplanes. But the the the mindset behind manufacturing airplane is just it's it's almost inconceivable the complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the parts that make that airplane fly. My God, it's incredibly even more Orville and Wilbur Wright would have been impressed. Would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for the these automated systems, we probably would not be able to afford a flight afford a ticket to go fly anywhere right now. The reason that it is a fishing is because of the engineering and because of the software that drives it implies it if it was just up to a pint of flying the airplane, it probably wouldn't be efficient efficient enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence. And the impact that it's going to have as we move forward. But the fact that our our. Human development is kind of behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change. What what I think when we develop software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. I'll tell you I never looked towards the pilot to see if they could have solved it or not incurred. I called the it's proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But where that comes from the NTSB National Transportation Safety board their mission. Is to find that proximate cause which again is the last thing that could have prevented the accident before it hit the ground. Well, typically, that's the pilot. The pilot is the last person last line of defense between their craft accident. But what's often not considered is the fact that why did the pilot have to be in that position why did captain solely have to be in a position to become that he ruled that he became because he was put into situation he was flying into very where there is a lot of birds. Why was he flying there? Why did they allow that to happen? You know, the things that we have to look at us accident investigators particularly from the FAA, which the the nine responsibilities air to look at not only just what the proximate causes, but what could have prevented it..

proximate cause David Boeing FAA Everett Alon musk Airbus Washington NTSB National Transportation S Orville Wilbur Wright four years
"david boeing" Discussed on WHAS 840 AM

WHAS 840 AM

11:57 min | 3 years ago

"david boeing" Discussed on WHAS 840 AM

"David Boeing, employs one hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employee about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how aircraft are certified in the certification process works away it's supposed to and it really gave me insight into the cultures within these large organizations and was quite enlightening. Even though is we're already working for the FAA, which is a large organization. It was different to see Boeing and Howdy manufacturer airplanes. But the the the mindset behind manufacturing an airplane is just it's it's almost inconceivable the complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the parts that make that airplane fly. Oh my God. It's incredibly even more horrible than Wilbur Wright would have been impressed. Would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for these automated systems, we probably would not be able to afford a flight afford a ticket to go fly anywhere right now. The reason that it is a fishing is because of the engineering, and because of the software that drives it and flies it if it was just up to a pilot flying the airplane, it probably wouldn't be efficient efficient enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even lawn musk rights quite a lot about artificial intelligence and the impact that it's going to have as we move forward. But the fact that our our human development is kind of. Behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that unin mental note. So it needs to change. What what I think when we develop software, and we develop technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. Oh, I'll tell you. I never looked towards the pilot to see if they could have solved it or not incurred. I called the it's proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilot's fault. I'm not saying it can't be because it can. But where that comes from the NTSB National Transportation Safety board their mission is to find that proximate cause. Which again is the last thing that could have prevented the accident before it hits the ground. Well, typically, that's the pilot. The pilot is the last person the last line of defense between their craft accident. But what's often not considered is the fact that why did the pilot have to be in that position? Why did captain solely have to be in the position to become that he that became? Because he was put into situation he was flying into very where there is a lot of birds. Why was he flying there? Why did they allow that to happen? You know, those kinds of things that we have to look at his accident. Investigators particularly from the FAA, which the the nine responsibilities of the air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they they really can't. Because the parts of the bird was still birds at the engines are designed to accept birds and to have them go through them. That's not issue. What the issue is flocks of birds, and if a screen was in front of an engine than the flocks of bird would still have the same effect. It would still stopped logging across the engine. All right. Let's take some calls. Robert and Seattle to get started. Go ahead. Robert. Hi, how you doing? My call. Thank you. Yeah. You a couple of times overplay eight hundred and other and I remember. Oh, you know. I think I'd have to couple. Two questions. I'd like to ask your guest is one in design air crash. They were actually having a operation going up and down and stuff like that. And. And prior to that flight they had the same problem on a previous flight before they changed the LA. And then landed. And they call it. They call it a a squash. But they change it. Then again and had the same problem. You guys did not understand how to turn that off. Nah, cheat switches that you can turn that off and on the Ethiopian airplanes. Now, this this is the same scenario. It's it's uh staying up and down nothing. Right. And before it nose-dived, and I'm curious with your guests is is it a problem with the cast? Or is it a problem with the air data computers? Hi, Robert, thanks for calling in. So the way I see it right now, it could be anywhere in the chain. But what I'm seeing from the the DSP the data that's coming in on the vertical speed, what did showing the actual AO? A indicator is giving false aronie signals to the M S. So the flight data recorder excuse me. What did you say the flight data controller? I was talking about the air data controller. Yeah. No, the air data controller is not doing anything at that point is just this is it goes through the data controller, but your data controllers not commanding at that point. Commanding movement is the it's entirely separate from the air data controller, so so this is not something that has to do with their data controllers that I can tell us this point nine. And so as you get into the M cast and stuff like that you get into a situation where it up their pain pitches down and those what's called a mock duck as European comes down. And does I believe that my tax Bill moved to elevators into the up position? And then they. The move in the down position is causing the back and forth. True. But remember too that the M cast is still responding to what the what the AO is telling it. So is the is it information and you get into the talk. And then you you're doing that also relationship porp- saying they've got to. So you get into that oscillation the the L still adding false information to that. So now, the cat's is having to figure out not only mock is going on in the eighty and the controller that's controlling trying to compensate for that cast is trying to compensate for the fact that they always saying it's not doing what it's been commanded to do. So that's where it really gets messed up. And that's where that's how you end up with continuing to push down. I think it goes it about two and a half a point to five degrees per second will push the nose down at that rate. Robert, thanks for the call. We got so many other callers blowing. In here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Hi, thanks, gentlemen. And I'd like to have the courtesy of a little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mock duck, I've had the pleasure of crashing a seven twenty-seven simulator. You know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom how I was in Saint Louis George at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin house all full power, flat spin. I was also able to recover from an inverted flat spin. And I did it by popping the drogue chute used for breaking John landing in. So that's something that that that the first crash scenario could have benefited from is that drug shoot be from an airline transport pilot. And from the pilots viewpoint from my from my view. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in in the old style. And and and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that is helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be the pilot needs to be able to no matter how sophisticated the aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of systems. So that when when there's whenever there's any doubt of some phantom thing happening and both of those crash scenarios there, they were entirely phantom type thing. Those airplanes were both in in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policymakers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these a crash scenario seem to be in in in phantom things. Start popping up. The very first thing pilot is gonna reach for is to disengage all the automation and simply hand fly the airplane, which which is very simple to do. And and and I'd like to stay on the line. Just a second. If you could please respond to that with the online, please. Yeah. Be glad to I'm one hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off our pilot all you want the in Casteel ranch, and they've never told the pilots with that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying. Are you are you and these anomalies occur? Are you responding to a software glitch? That's not the first thing that comes to my mind. What comes to my mind is that I've turned off the autopilot everything's normal. So I'm fighting is an aero dynamic change in the aircraft. Something's going on. I don't have control over it. Or there's something dragging out there that shouldn't be like in the Aloha high accident when it crashed up and up in California, excuse me there Alaska. So I agree with you one hundred percents that how it should be. And that's exactly what is going to have to be dealt with with with Boeing, how did they design something? And then not tell the pilots that they have put it into the big mistake..

proximate cause Robert David Boeing Boeing FAA Everett Airbus Wilbur Wright Washington Air Guard NTSB National Transportation S Seattle Casteel ranch Alaska LA John landing Bill Albuquerque
"david boeing" Discussed on KFI AM 640

KFI AM 640

11:56 min | 3 years ago

"david boeing" Discussed on KFI AM 640

"David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employees about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft are certified in the certification process works away supposed to and it really gave me insight into the cultures within these large organizations whose quite enlightening. Even though is we're already working for the FAA, which is a large organization. It was different to see Boeing and how they manufacture airplanes. But the the mindset behind manufacturing airplane is just it's almost inconceivable that complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the parts that make that airplane fly. Oh my God. It's incredibly even more Orville and Wilbur Wright would have been impressed. Definitely would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for these automated systems, we probably would not be able to afford a flight afford a ticket to go fly anywhere right now. The reason that it is a fishing is because of the engineering and because of the software that drives it implies it if it was just up to a pilot flying the airplane and probably wouldn't be efficient officiant enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence. And the impact that it's going to have as we move forward. But the fact that our our human development is kind of behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change. What what I think when we develop software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. I'll tell you I never looked towards the pilot to see if they could have solved it or not. Occurred. I called the it's been proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But where that comes from the National Transportation Safety board their mission is to find that proximate cause which again is the last thing that could have prevented the accident fort hit the ground. Well, typically, that's the pilot. The pilot is the last person the last line of defense between their craft accident. But what's often not considered as the fact that why did the pilot have to be in that position why did captain solely have to be in a position to become that he wrote that he became because he was put into situation he was flying into very where there is a lot of birds. Why was he flying there? Why did they allow that to happen? You know, the things that we have to look at us accident investigators particularly from the FAA, which the the nine responsibilities of air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they they really can't because the parts of the bird was still bird. If the engines are designed to accept birds and to have them, go through them. That's not the issue. What the issue is flocks of birds, and if a screen was in front of an engine than the flocks of bird would still have the same effect would still stopped logging across the engine. All right. Let's take some calls. Robert in Seattle to get started. Go ahead. Robert. Hi, how you doing my call? Thank you. Yeah. A couple of times overplay eight hundred and and other and I remember your memory. No, I think. Questions to ask you guessed. It is a one in divine air crash. They were actually having a operation going up and down and stuff like that. And and prior to that apply had the same problem on a previous flight before they change the LA and then banded, and they call it. They call it a squawk, but they change it. Took off again and had the same problem. You guys did not understand how to turn that off. She switches that you can turn it off and on the airplane. Now, this this is the same scenario it's up and down left and right before it nose-dived. And I'm curious what your guests is. Is it a problem with the casts or is it a problem with the air data computers? Hi roberts. Thanks for calling in. So the way I see it right now, it it could be anywhere in the chain. But what I'm saying from the the DSP that the data that's coming in on the vertical speed. What is showing the actual AO? A indicator is giving false Rony signals to the m s so the flight data recorder, excuse me. What would you say the flight data controller? I was talking about the air data controller. Yeah. No, the air data controller is not doing anything at that point is just this is it goes through the data controller your data controllers not commanding at that point. Commanding movement is the it's entirely separate from the air data controller, so so this is not something that has to do with data controllers that I can tell us this point. And so as you get into the impact into a situation where it up European pitches down, and there's what's called a mock duck as you're thinking down. And does I I believe that my checkbook moved the elevators into the up position. And then they the impasse moving in the down position is causing the oscillation back and forth. True. But remember too that the impasse is still responding to what the what the AOL is telling it. So as the awake is a information, and you get into the talk, and then you you doing that also Latian corporate saying they've got to. So you get into that also Latian the the. Still adding false information to that. So now, the cast is having to figure out not only is this going on in the controller that's controlling trying to compensate for that. The M cast is trying to compensate for the fact that they away is saying it's not doing what it's been commanded to do. So that's where it really gets messed up. And that's where that's how you end up with continuing to push the down. I think it goes it about two and a half a point to five degrees per second will push the nose down at that rate. Robert, thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Hi, thanks, gentlemen. And I'd like to have the courtesy of the little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mach tuck. I've had the pleasure of crashing your seven twenty-seven simulator. You know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom the Saint Louis George at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin out able to recover from a flat, spin full-power flat. Spin was also able to recover from an inverted flat spin. And I did it by popping drogue chute used for breaking on landing. So that's something that that that the first crash near you could have benefited from is that drugs should be from a an airline transport pilot. And from the pilots viewpoint from my from my viewpoint. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in the old style. And and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that it's helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be the pilots to be able to no matter how sophisticated the aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of system. So that when when there's whenever there's any doubt of some phantom thing happening and both of those crashed in areas, they were entirely phantom type things. Those airplanes were both in in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policymakers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these a crash scenario seemed to be in in in phantom things start popping up. The very first thing pilot is gonna reach for is to disengage all the automation and simply hand why the airplane which which is very simple to do. And and and I'd like to stay on the line just a second. If you could please respond to that with the online, please. Yeah. It'd be glad to I'm one hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off our pilot. All you want in Casteel Runge, and they'd never told the pilots with that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying. Are you are you and these anomalies occur? Are you responding to a software glitch? That's not the first thing that comes to my mind. What comes to my mind is that I've turned off the autopilot everything's normal. So what I'm fighting is an aero dynamic change in the aircraft. Something's going on. I don't have control over it. Or there's something dragging out there that shouldn't be like the low high accident when it crashed up in up in California, excuse me, the Alaska. So I agree with you one hundred percents that how should be and that's exactly what is going to have to be drought dealt with with with Boeing, how did they design something? And then not tell the pilots that they have put it into the big mistake..

David Boeing proximate cause Boeing FAA Robert Everett Airbus Alon musk Hi roberts Washington Air Guard Casteel Runge Seattle Alaska Orville National Transportation Safety Rony Latian
"david boeing" Discussed on 710 WOR

710 WOR

11:56 min | 3 years ago

"david boeing" Discussed on 710 WOR

"David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employees about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft are certified in the certification process works away supposed to and it really gave me insight into the cultures within these large organizations, and it was quite enlightening. Even though as we're already working for the FAA, which is a large organization, it was different to see Boeing and how they manufacturer airplanes. But the the the mindset behind manufacturing airplane is just it's it's almost inconceivable the complexity of what an airplane does when it fly. Lies. But if you think about what it takes to manufacture the parts that make that airplane fly. My God, it's incredibly even more Orville and Wilbur Wright would have been impressed. Definitely would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for these automated systems, we probably would not be able to afford a flight to afford a ticket to go fly anywhere right now, the reason that it is a fishing is because of the engineering, and because of the software that drives it implies it if it was just up to a pint of flying the airplane, it probably wouldn't be efficient officiant enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence and the impact that it's going to have as we go forward. But the fact that are are human development is. Behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change. What what I think when we develop software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. Oh, I'll tell you. I never looked towards the pilot to see if they could have solved it or not I called the it's been proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But where that comes from the the National Transportation Safety board their mission is to find that proximate cause. Which again is the last thing that could have prevented the accident before it hits the ground. Well, typically, that's the pilot. The pilot is the last person last line of defense between their craft accident. But what's often not considered as the fact that why did the pilot have to be in that position? Why did captain sully have to be in the position to become that he wrote that he became because he was put into situation he was flying into very where there is a lot of birds. Why was he flying there? Why did they allow that to happen? You know, things that we have to look at his accident. Investigators particularly from the FAA, which the the nine responsibilities of air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they they really can't because the parts of the bird would still birds at the engines are designed to accept birds and to have them go through them. That's not the issue. What the issue is flocks of birds. And if a screen was in front of an engine than the flex bird would still have the same effect would still stopped logging across the engine. All right. Let's take some calls. Robert and Seattle to get started. Go ahead. Robert. How you doing? Taking my call. Thank you. Yeah. You a couple of times on overplay eight hundred and and other and I remember company. You know, I think. Questions. I'd like to ask your guest is one in the air crash. They were actually having a also going up and down and stuff like that. And and prior to that flight they had the same problem on a previous flight before the change LA, and then bandaged, and they call it. They call it a a squat airway name change it. Pentecost again and had the same problem. You guys did not understand how to turn that off. Teach which is that you can turn it off and on the east European you're paying now this this is same scenario. It's up and down nothing. Right. And before it nose-dived, and I'm curious what your guests is. Is it a problem with the impasse? Or is it a problem with the air data computers? Hi roberts. Thanks for calling in. So the way I see it right now. It could be anywhere in the chain. But what I'm saying from the the DSP that the data that's coming in on the vertical speed. What is showing that the actual AO a indicator is giving false Romania signals to the M S? So the flight data recorder excuse me. What would you say the flight data controller? About dollars talking about the air, data controller. Yeah. No, the air data controller is not doing anything at that point is just this is it goes through the data controller, but their data controllers not commanding at that point. Commanding movement is the m cast it's entirely separate from the air data controller, so so this is not something that has to do with air data controllers that I can tell us this point nine until as you get into the intestines epic into a situation where it pitches up their pain pitches down, and there's what's called a mock tuck as European comes down. And does I believe that might well, you've moved the elevators into the up position. And then they the tests but moving in the down position is causing the oscillation back and forth. True. But remember too that the impasse is still responding to what the what the AOL is telling it shows, the AOL is that information and you get into the talk. And then you you're doing that oscillation corporate saying they've got to. So you get into that oscillation. The the AOL is still adding false. Information to that. So now, the cast is having to figure out not only mach tuck this going on in the controller that's controlling trying to compensate for that the M cast is trying to compensate for the fact that they always saying it's not doing what it's been commanded to do. So that's where it really gets best up. And that's where that's how you end up with continuing to push the down. I think it goes it about two and a half a point two five degrees per second will push the nose down at that rate. While Robert thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Yeah. Hi, thanks, gentlemen. And I'd like to have the courtesy of the little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mach tuck. I've had the pleasure of crashing a seven twenty-seven any later, you know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom. I was in Saint Louis George at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin full power, flat spin. I was also able to recover from an inverted flat spin. And I did it by popping the drogue chute used for breaking on landing in. So that's something that the first crash scenario could have benefited from that drugs should be from. I'm an airline transport pilot. And from the pilots viewpoint from my from my viewpoint. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in in the old style. And and and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that is helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be. To be able to do matter how sophisticated the aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of systems. So that when when there's whenever there's any doubt of some phantom things happening and both of those crash scenarios there, they were entirely phantom type thing those airplanes were both in in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policymakers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these a crash scenario seemed to be and in phantom things start popping up. The very first thing pilot is gonna reach for is to disengage all the automation and simply hand fly the airplane, which which is. It's very simple to do. And and and I'd like to stay on the line the second if you could please respond to that with the online, please. Yeah. Be glad to I'm a hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off our pilot. All you want the in Castel runs, and they've never told the pilots with that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying. Are you are you and these anomalies occur? Are you responding to a software glitch? That's not the first thing that comes to my mind. What comes to my mind is that I've turned off the autopilot everything's normal. So and fighting is an arrow dynamic change in the aircraft something's gone on. I don't have control over it. Or there's something dragging out there that shouldn't be like the low high accident when it crashed up in up in California, excuse me there Alaska. So I agree with you one hundred percents at how it should be. And that's exactly what is going to have to be dealt with with with Boeing, how did they design something? And then not tell the pilots that they have put it into the civic mistake..

David Boeing proximate cause FAA Boeing Robert AOL Everett Airbus captain sully Alon musk Orville Washington Air Guard Hi roberts Seattle Romania Wilbur Wright Alaska
"david boeing" Discussed on News Radio 1190 KEX

News Radio 1190 KEX

11:56 min | 3 years ago

"david boeing" Discussed on News Radio 1190 KEX

"David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employees about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft are certified in the certification process works away it's supposed to and it really gave me insight into the cultures within these large organizations and was quite enlightening even though as well really working for the FAA, which is larger. The station. It was different to see Boeing and how they manufacturer airplanes. But the the the mindset behind manufacturing an airplane is just it's it's almost inconceivable that complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the parts that make that airplane fly. Oh my God. It's incredibly even more Orville and Wilbur Wright would have been impressed. Are we to the logically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for these automated systems, we probably would not be able to afford a flight afford a ticket to go fly anywhere right now. The reason that it is a fishing is because of the engineering and because of the software that drives it implies it if it was just up to a pilot flying the airplane, it probably wouldn't be efficient efficient enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence. And the impact that it's going to have as we move forward. But the fact that our our. Human development is kind of behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change. What what I think when we developed software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. I'll tell you I never looked towards the pilot to see if they could have solved it or not. Occurred. I called the it's proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But we're that comes from the National Transportation Safety board their mission is to find that proximate cause which again is the last thing that could have prevented the accident before it hit the ground. Well, typically, that's the pilot. The pilot is the last person last line of defense between their craft accident. But what's often not considered as the fact that why did the pilot have to be in that position why did captain solely have to be in a position to become that he wrote that he became because he was put into situation he was flying into area where there is a lot of birds. Why was he flying there? Why did they allow that to happen? You know, the things that we have to look at us accident investigators particularly from the FAA, which the the nine responsibilities the air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they really can't because the parts of the bird would still the bird. If the engines are designed to accept birds and to have them, go through them. That's not the issue what the issue is flocks of birds, and if a screen was in front of an engine than the flocks of bird would still have the same effect. It would still stopped logging across the engine. All right. Let's take some calls. Robert and Seattle to get started. Go ahead. Robert. Hi, how you doing George? Call. Thank you. Yeah. Chachi a couple of times overplay eight hundred and and other and I remember. Oh, you memory. No, I think. Questions. I'd like to ask your guest is one in divine air crash. They were actually having been going up and down and stuff like that. And and prior to that they had the same problem on a previous flight before they changed the LA. And then when they landed and they call it they call it a a squad. But the they changed it. Then painter cost again and had the same problem. You guys did not understand how to turn that off. Cheat switches that turn it off and on the east. Okay. And you're paying now this this is the same scenario. It's uh thing up and down nothing right before it nose-dived. And I'm curious with your guests is is it a problem with the S? Or is it a problem with the air data computers? Hi, Robert, thanks for calling in. So the way I see it right now. It could be anywhere in the chain. But what I'm saying from the eighty S b the data that's coming in on the vertical speed. What is showing the actual AO? A indicator is giving false Romania signals to the m s so the flight data recorder, excuse me. What would you say the flight data controller? Now, I was talking about the data controller. Yeah. No, the air data controller is not doing anything at that point is just this is it goes through the data controller, but their data controllers not commanding at that point. The lendings commanding movement is the M cast it's entirely separate from the air controller. So so this is not something that has to do with their data controllers that I can tell us this point nine. And so as you get into the m Kasim septic that you get into a situation where it up their pain pitches down. And there's what's called a mock duck as European comes down. And does I believe that my checkbook you've moved the elevators into the episode? And then the the tests but moving in the down position is causing the operation back and forth. True. But remember too that the cast is still responding to what the what the AOL is telling it. So as the league is that information, and you get into the talk. And then you you're doing that oscillation poor thing they've got to. So you get into that also elation the the is still adding false information to that. So now, the cat's is having to figure out not only the mach tuck this going on in the controller that's controlling trying to compensate for that the M cast is trying to compensate for the fact that they always saying it's not doing what it's been commanded to do. So that's where it really gets messed up. And that's where that's how you end up with continuing to push the down. I think it goes it about two and a half a point to five degrees per second will push the nose down at that. Rate. Robert, thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Yeah. Hi, thanks, gentlemen. And I'd like to have the courtesy of the little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mach tuck. I've had the pleasure of crashing seven twenty-seven any later, you know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom. I was in Saint Louis George at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin house all full power, flat spin. I was also able to recover from an inverted flat spin. And I did it by popping the drogue chute. It's used for breaking John landing in. So that's something that that that this the first crash scenario could have benefited from that drogue chute be from I'm an airline transport pilot. And from the pilots viewpoint from my from my viewpoint. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in the old style. And and and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that is helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be the pilots to be able to no matter how sophisticated aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of system. So that when when there's whenever there's any doubt of some phantom things happening and both of those craft scenarios, they were entirely phantom type thing. Those airplanes were both in a in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policy makers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these crash scenario seemed to be and in phantom things start popping up. The very first thing pilot is going to reach for is to disengage all the automation and simply hand fly the airplane, which which is very simple to do. And and and I'd like to stay on the line. Just a second. If you could please respond to that with me online. Please. Yeah. It'd be glad to I'm one hundred percent in agreement with you. And I agree that that's the way it should be in someone's infinite wisdom, they didn't do that. They didn't they you can turn off auto pilot. All you want the in cash still runs, and they'd never told the pilots with that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying. Are you are you and these anomalies occur? Are you responding to a software glitch? That's not the first thing that comes to my mind. What comes to my mind is that I've turned off the auto pilot everything's normal. So I'm fighting is an aerodynamic change in the aircraft's something's going on. I don't have control over it. Or there's something dragging out there that shouldn't be like the low high accident when it crashed up in up in California, excuse me there Alaska. So I agree with you one hundred percents that how it should be. And that's exactly what is going to have to be dealt with with with Boeing, how did they design something? And then not tell the pilots that they have put it into the big mistake..

Robert David Boeing proximate cause Boeing FAA Saint Louis George Everett drogue chute Airbus Orville Washington Alon musk Air Guard Seattle Romania Wilbur Wright Alaska National Transportation Safety
"david boeing" Discussed on News Radio 920 AM

News Radio 920 AM

11:56 min | 3 years ago

"david boeing" Discussed on News Radio 920 AM

"David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employees about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you. With the way, we did a certification process study back in I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft are certified in the certification process works the way it's supposed to and it really gave me insight into the cultures within these large organizations and was quite enlightening, even though as we're already working with the FAA, which is a large organization, it was different to see Boeing, and how the manufacturer airplanes, but the the mindset behind manufacturing an airplane is just it's almost inconceivable complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the part that makes that airplane fly. Oh my God. It's incredibly even more Orville and Wilbur Wright would have been impressed. Been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, a software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software if it weren't for these automated systems, we probably would not be able to afford a flight to afford a ticket to go fly anywhere right now. The reason that it is a fishing is because of the engineering, and because of the software that drives it implies it if it was just up to a pint of flying the airplane, it probably wouldn't be efficient efficient enough to Ford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence. And the impact that it's going to have as we move forward. But the fact that are are human development is kind of behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change. What what I think when we develop software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. I'll tell you I never looked towards the pilot to see if they could have sold it or not. Occurred. I called the proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But where that comes from the NTSB, the National Transportation Safety board their mission is to find that proximate cause which again is the last thing that could have prevented the accident before it hit the ground. Well, typically, that's the pilot. The pilot is the last person last line of defense between their craft accident. But what's often not considered as the fact that why did the pilot have to be in that position why did captain solely have to be in a position to become that he wrote that he became because he was put into situation he was playing into area where there's a lot of birds. Why was he flying there? Why did they allow that to happen? You know, the things that we have to look at his accident. Investigators particularly from the FAA, which the the nine responsibilities of air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they they really can't because the parts of the bird would still birds at the engines are designed to accept birds and to have them go through them. That's not the issue. What the issue is flocks of birds, and if a screen was in front of an engine than the flocks of bird would still have the same effect. It would still stopped logging across the engine. All right. Let's take some calls. Robert and Seattle to get started. Go ahead. Robert. Hi, how you doing George my call? Thank you. Yeah. A couple of times on overplay eight hundred and other and I remember buying company. No, I think. Questions. Is a one in the air crash. They were actually having also going up and down and. Prior to that. They had the same problem on a previous flight before you change, the LA and then banded, and they call it. They call it a a squad. But anyway. They took off again and had the same problem. And he did not understand how to turn that off. Cheat switches the eaten turn it off and on the east European you're paying now this this is the same scenario. It's uh staying up and down nothing. Right. And before it nose-dived, and I'm curious with your guests is is a problem with the cats or is it a problem with the air data computers? Hi, Robert, thanks for calling in. So the way I see it right now, it could be anywhere in the chain. But what I'm saying from the ADS be that the data coming in on the vertical speed, what is showing the actual AO, a indicator is giving false Rooney signals to the M S. So the flight data recorder excuse me. What would you say the flight data controller? I was talking about the air data controller. Yeah. No, the air data controller is not doing anything at that point is just this is it goes through the data controller your data controllers not commanding at that point. The only names commanding movement is the m cast it's entirely separate from the data controller. So so this is not something that has to do with their data controllers that I can tell us this point until as you get into the m septic that you get into a situation where it pitches up their pain pitches down in what's called a mock duck as your comes down. And does I believe that my checkbook moved the elevators into the position? And then the the tests but moving in the down position is causing the oscillation back and forth. True. But remember too that the cast is still responding to what the what the AO is telling it shows the league is that information and you get into the talk. And then you you're doing that also corporate saying they've got to so you get into that also Latian the the still adding false information to that. So now, the cast is having to figure out not only mach tuck this going on in the AD controller that's controlling trying to compensate for that the um cast is trying to compensate for the fact that they always saying it's not doing what it's been commanded to do. So that's where it really gets messed up. And that's where that's how you end up with continuing to push the down. I think it goes at about two and a half a point two five degrees per second will push the nose down at that rate. Robert, thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Yeah. Hi, thanks, gentlemen. I'd like to have the courtesy of the little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mach tuck. I've had the pleasure of crashing a seven twenty-seven any later, you know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom. He didn't Saint Louis George at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin has full power, flat spin. I was also able to recover from an inverted flat spin. And I did it by popping the drugs shoot used for breaking on landing. So that's something that that that the first crash scenario could have benefited from is that drugs should be from an airline transport pilot. And from the pilots viewpoint from my from my viewpoint. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in the old style. And and and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that it's helpful. However, be the airplane is a very simple thing. When you strip that all the way, and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore, period. It has to be able to no matter how sophisticated the aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of system. So that when when there's whenever there's any doubt of some phantom thing happening and both of those crash scenarios, they were entirely phantom type thing. Those airplanes are both in a in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policymakers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these a crash scenario seemed to be and in phantom things start popping up. The very first thing pilot is going to reach for is to disengage all the information and simply hand fly the airplane, which which is very simple to do. And and and I like to stay on the line just a second. If you could please respond to that with me on the line. Please. Yeah. I'd be glad to I'm one hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off an autopilot all you want the in cash still rods, and they've never told the pilots with that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying. Are you are you and these anomalies occur? Are you responding to a software glitch? That's not the first thing that comes to my mind. What comes to my mind is that I've turned off the autopilot everything's normal. So am fighting isn't herald dynamic change in the aircraft something's gone on. I don't have control over it. Or there's something dragging out there that shouldn't be like, the low high accident when it crashed up and up in California, excuse me there Alaska. So I agree with you one hundred percents at how it should be. And that's exactly what is going to have to be dealt with with with Boeing, how did they design something? And then not tell the pilots that they have put it into the big mistake..

Robert David Boeing proximate cause Boeing FAA Louis George Everett Airbus Alon musk Orville Washington NTSB Air Guard Ford California Seattle Wilbur Wright Alaska
"david boeing" Discussed on KTOK

KTOK

11:56 min | 3 years ago

"david boeing" Discussed on KTOK

"David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employ about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the FAA. We did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft are certified in the certification process works away supposed to and it really gave me insight into the cultures within these large organizations, and it was quite enlightening. Even though as we're already working for the FAA, which is a large organization, it was different to see Boeing and how they manufacturer airplanes. But the the mindset behind manufacturing an airplane is just it's it's almost inconceivable that complexity of what an airplane does when it fly. Lies. But if you think about what it takes to manufacture the parts that make that airplane fly. Oh my God. It's incredibly even more Orville and Wilbur Wright would have been impressed me would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for these automated systems, we probably would not be able to afford a flight Ford a ticket to go fly anywhere right now, the reason that it is a fishing is because of the engineering and because of the software that drives it implies it if it was just up to a pilot flying the airplane, it probably wouldn't be efficient efficient enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk. Writes, quite a lot about artificial intelligence and the impact that it's going to have as we move forward. But the fact that are are human development is kind of behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change what I what I think when we develop software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for the human brain would better pilots have been able to pull out of this situation. Oh, I'll tell you. I never looked towards the pilot to see if they could have solved it or not I called the it's proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But where that comes from the NTSB, the National Transportation Safety board their mission is to find that proximate cause which again is the last thing that could have prevented the accident before it hit the ground. Well, typically, that's the pilot. The pilot is the last person last line of defense between their craft accident. But what's often not considered is the fact that why did the pilot have to be in that position why did captain solely have to be in the position to become that he wrote that he became because he was put into situation he was flying into very where there's a lot of birds. Why was he flying there? Why did they allow that to happen? You know, the things that we have to look at his accident. Investigators particularly from the FAA, which the the nine responsibilities of the F A R to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they really can't because the parts of the bird would still birds. If the engines are designed to accept birds and to have them, go through them. That's not the issue what the issue is flocks of birds, and if a screen was in front of an engine than the flocks bird would still have the same effect. It would still stopped logging across the engine. All right. Let's take some calls. Robert in Seattle to get started. Go ahead. Robert. How you doing? Taking my call. Thank you. Yeah. Chachi a couple of times overplay eight hundred and other. And I remember company. Oh, you know. I think I have a couple of questions to ask you is one in the air crash. They were actually having a also going up and down and stuff like that. And and prior to that flight they had the same problem on a previous flight before they changed the LA and then landed and they call it, they call it a a squash airway name change it. Paycheck off again and had the same problem. And you guys did not understand how to turn that off switches the eaten turn that off and on the east European you're now this this is the same scenario? It's uh staying up and down. And I'm before it nose-dived. And I'm curious what your guests is. Is it a problem with the M S? Or is it a problem with the air data computers? Hi roberts. Thanks for calling in. So the way I see it right now, it it could be anywhere in the chain. But what I'm seeing from the the ADS be that the data that's coming in on the vertical speed. What is showing the actual AO? A indicator is giving false Romania signals to the m s so the flight data recorder, excuse me. What would you say the flight data controller? About was talking about the air data controller. No, the air data controller is not doing anything at that point. It's just this is it goes through the data controller your data controllers not commanding at that point. The only thing is commanding movement is the M cast it's entirely separate from the data controller. So so this is not something that has to do with their data controllers that I can tell us this point nine. And so as you get into the M cast and stuff like that you get into a situation where it pitches up the European pitches down, and there's what's called a mock duck as your comes down. And does I believe that my tax Bill moved elevators into the position? And then they move in the down position is causing delays back and forth. True. But remember too that the impasse is still responding to what the what the AO is telling it. So as the league is it information, and you get into the talk. And then you you're doing that also elation porp- saying they've got to. So you get into that also Latian the the still adding false. Information to that. So now, the cat's is having to figure out not only mach tuck is going on in the AD controller that's controlling trying to compensate for that the m cast is trying to compensate for the fact that they always saying it's not doing what's been commanded to do. So that's where it really gets messed up. And that's where that's how you end up with continuing to push the down. I think it goes it about two and a half a point to five degrees per second will push the nose down at that rate. While Robert thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Hi, thanks, gentlemen. And I'd like to have the courtesy of the little bit of back and forth with you like the previous caller. Absolutely. Thanks for reminding me, the mach tuck, I've had the pleasure of crashing a seven twenty-seven simulator. You know, mach tuck situation on purpose. I wanted I wanted to experience it I also manage to take an f four phantom. I was in Saint Louis George at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin full power, flat spin. I was also able to recover from an inverted flat spin. And I did it by popping the drogue chute used for breaking on landing. So that's something that that that the first crashed in aerial could have benefited from that drug shoot be from. I'm an airline transport pilot. And from the pilots viewpoint from my from my viewpoint. Point. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in in the old style. And and and and the reason I say that is you can it's helpful to build in all of the modern complexities. And software stuff that you can that that is that is helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be the pilots to be able to no matter how sophisticated the aircraft the pilot needs to be able to reliably cut all of that out every time with with with no overlap of systems. So that when when there's whenever there's any doubt of some phantom things happening and both of those crash scenarios, they were entirely phantom type thing. Those airplanes were both in in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policymakers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these a crash scenario seemed to be in in in phantom things start popping up. The very first thing pilot is gonna reach for is to disengage all the automation and simply hand fly the airplane, which which is very simple to do. And and and I'd like to stay on the line. It's the second. If you could please respond to that with the online, please. Yeah. I'd be glad to I'm one hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off an autopilot. All you want in cash still runs and never told the pilots that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying. Are you are you and these anomalies occur? Are you responding to a software glitch? That's not the first thing that comes to my mind. What comes to my mind is that I've turned off the autopilot everything's normal. So I'm fighting is an arrow dynamic change in the aircraft. Something's going on. I don't have control over it. Or there's something dragging out there that shouldn't be like in the Aloha accident when it crashed up and up in California, excuse me there Alaska. So I agree with you one hundred percents that how it should be. And that's exactly what is going to have to be dealt dealt with with with Boeing, how did they design something? And then not tell the pilots that they have put it into the big mistake..

proximate cause David Boeing FAA Boeing Robert Everett Airbus Alon musk Orville Washington Hi roberts NTSB Ford Air Guard Seattle Romania Wilbur Wright LA
"david boeing" Discussed on WCBM 680 AM

WCBM 680 AM

11:19 min | 3 years ago

"david boeing" Discussed on WCBM 680 AM

"Com. David Boeing, employs a hundred and forty five thousand people they are in sixty five countries around the planet. I'm going to be in Everett, Washington next Saturday, and they've got a facility there were they employ about thirty thousand people just in that area. It's been a great company. What do you think is going on behind closed doors right now there, I'll tell you. They're reassessing themselves right now. I gotta tell you with the way we did a certification process study back in. I think it was two thousand four and in that in that study we went into Boeing we went on also into Airbus. We looked at how the aircraft are certified in the certification process works away supposed to and it really gave me insight into the cultures within these large organizations and who's quite enlightening, even though as we're already working for the FAA, which is. The larger organization it was different to see Boeing and how they manufacturer airplanes. But the the the mindset behind manufacturers in airplane is just it's it's almost inconceivable the complexity of what an airplane does when it flies. But if you think about what it takes to manufacture the parts that make that airplane fly. My God, it's incredibly even more Orville and Wilbur Wright would have been impressed. Definitely would have been are we to technologically advanced timing when we have to depend on software for a plane. Well, you know, software and automation were introduced into the aircraft primarily to make it safer, of course, and to make it more efficient and more affordable to fly. If it weren't for software. If it weren't for these automated systems, we probably would not be able to afford a flight to afford a ticket to go fly anywhere right now, the reason that it is a fishing is because of the engineering and because of the software that drives it implies it if it was just up to a pilot flying the airplane and probably wouldn't be efficient efficient enough to afford. So there's benefits to it. Are we too far down the road? Now, many would say that I mean, even Alon musk rights quite a lot about artificial intelligence and the impact that it's going to have as we move forward. But the fact that our our human development is kind of. Behind the power curve when it comes to technology now technology redoubles itself within I think three or four years now. And so it's hard to keep up with that on a mental note. So it needs to change. What what I think when we develop software, and we developed technology now it needs to change its attitude about not just being better and faster. But it also needs to be more communicate -able needs to be more understandable for human brain would better pilots have been able to pull out of this situation. I'll tell you I never looked towards the pilot to see if they could have solved it or not incur, I called the it's proximate cause of the aircraft crash and the proximate cause you know, you always hear that. It's the pilots fault on all these accidents. It's always the pilots fault. I'm not saying it can't be because it can. But where that comes from the National Transportation Safety board their mission is to find that proximate cause. Which again is the last thing that could have prevented the accident fort hit the ground. Well, typically, that's the pilot. The pilot is the last person the last line of defense between their craft accident. But what's often not considered is the fact that why did the pilot have to be in that position? Why did captain solely have to be in a position to become that he wrote that he became? Because he was put into situation he was flying into where there is a lot of birds. Why was he flying there? Why did they allow that to happen? You know, those things that we have to look at us accident investigators particularly from the FAA, which the the nine responsibilities. The air to look at not only just what the proximate causes, but what could have prevented it. And they need screens in front of those engines, why don't they do that? Well, they they really can't because the parts of the bird would still birds. If the engines are designed to accept birds and to have them, go through them. That's not the issue what the issue is flocks of birds, and if a screen was in front of an engine than the flocks of bird would still have the same effect. It would still stopped logging across the engine. All right. Let's take some calls. Robert and Seattle to get started. Go ahead. Robert. Hi, how you doing joy my call? Thank you. Yeah. To you a couple of times overplay eight hundred and and other and I remember something your family. No, I think. Questions. I'd like to ask your guest is one in divine air crash. They were actually having a also going up and down and stuff like that. And. And the price should apply. They had the same problem on a previous flight before they change the LA. And then when they landed and they call it, they call it a squad, but airway may change it. Cough again and had the same. You guys. Do not understand how to turn that off. She switches that you can turn it up on the airplane. Now, this this is the same scenario. It's us up and down nothing. Right. And before it nosedives, and I'm curious what your guests is. Is it a problem with the M cast? Or is it a problem with the air data computers? Hi, Robert, thanks for calling in. So the way I see it right now, it could be anywhere in the chain. But what I'm seeing from the ADS s that the date data this coming in on the vertical speed what showing the actual AO, a indicator is giving false Romania signals to the M S. So the flight data recorder excuse me. What would you say the flight data controller? Now, I was talking about the air data controller energy. Yeah. No, the air data controller is not doing anything at that point. It's just this is it goes through the data controller, but their data controllers not commanding at that point is commanding movement is the m it's entirely separate from the data controller. So so this is not something that has to do with air data controllers that I can tell us this point. And so as you get into the M cast and stuff like that you get into a situation where it up their pitches down. And there's what's called a as you're thinking down. And does I believe that my checkbook moved the elevators into the up position? And then they the impasse move in the down position is causing the operation back and forth. True. But remember too that the cast is still responding to what the what the AOL is telling it. So as the AOL gives it information, and you get into the talk. And then you you're doing that also Latian corporate saying they've got to. So you get into that also Latian the the AOL is still adding false information to that. So now, the cat's is having to figure out not only mach tuck this going on in the an controller that's controlling trying to compensate for that. AM cast is trying to compensate for the fact that they always saying it's not doing what it's been commanded to do. So that's where it really gets best up. And that's where that's how you end up with continuing to push the down. I think it goes it about two and a half a point to five degrees per second will push the nose down at that rate. While Robert thanks for the call. We got so many other callers blowing in here for you. David. Let's go to David in Albuquerque, New Mexico. Hi, david. Go ahead, sir. Yeah. Hi, thanks, gentlemen. I'd like to have the courtesy of a little bit of back and forth with you like the previous caller, dear. Absolutely. Thanks for reminding me, the mach tuck. I've had the pleasure of crashing a seven twenty seven. Simulator. You know, mach tuck situation on purpose. I wanted I wanted to experience it I also managed to take an f four phantom. I was in Saint Louis storage at the time at the Air Guard base there, and I took the the F four simulator for a fly. And I put it in a flat spin, and I was able to recover from a flat spin house all full power, flat spin. I was also able to recover from an inverted flat spin. And I did it by popping the drogue chute. It's used for breaking John landing smart. So that's something that that that this the first crash didn't Ariel could have benefited from that drugs should be from a an airline transport pilot. And from the pilots viewpoint from my from my viewpoint. This is actually a very simple problem. Airplanes are are not complex just keeping them in the air and keeping them safe in the old style. And and and and the reason I say that is you can it's. Helpful to build in all of the modern complexities. And software stuff that you can that that is that is helpful. However, the the airplane is a very simple thing when you strip that all the way and there needs to be away for the pilot to easily disengage everything to have no artificial intelligence whatsoever in the loop anymore period. It has to be the pilots to be able to no matter how sophisticated aircraft pilot needs to be able to reliably cut all of that out every time with with with no overlap of systems. So that when when there's whenever there's any doubt of some phantom things happening and both of those crash scenarios they were entirely phantom type thing those airplanes are both in a in a in a very normal routine phase of flight, and then these phantom things started happening in the first thing pilot is going to think of an and this. These crashes were not the pilots fault. They were the fault of the designers of the aircraft combined with the policy makers that dictate the operation of these aircraft. And when you're in a normal phase of flight like both of these these. A crash scenario seemed to be in in in phantom things start popping up. The very first thing pilot is gonna reach for is to disengage all the automation and simply hand fly the airplane, which which is very simple to do. And and and I'd like to stay on the line. Just a second. If you could please respond to that with me online, please. Yeah. It'd be glad to I I'm one hundred percent in agreement with you. And I agree that that's the way it should be. But in someone's infinite wisdom, they didn't do that. They didn't they you can turn off our pilot. All you want 'em still runs, and they've never told the pilots that that was the case that you can turn the gas off. But as you pointed out when you think that you've turned everything off, and you think that you're flying are you are you these anomalies occur..

proximate cause Robert David Boeing FAA Boeing AOL Everett Airbus Orville Washington Alon musk LA Air Guard Seattle Romania Wilbur Wright National Transportation Safety Latian drogue chute