Thanks, LSLGuy, for your thoughts on convicting somebody for the federal offense of interfering with flight crew.
I have an unimportant question to ask @LSLGuy: I’m curious what model jets you flew toward the end of your career. I’ve gleaned (perhaps incorrectly?) that you captained 737s but I wonder if that includes all types or only certain ones (e.g. 737 NGs but not MAXes).
Thanks
The issue AIUI, is that A/I should not be left on above a certain temperature. This applies identically to both NGs and MAXs with the same temperature value. If the actual temperature is above that limit temp, A/I should be turned off promptly. The airplane (NG & MAX) both have automatic reminders for that. As I read the new limitations, on the MAX only, the A/I MUST be turned off within 5 minutes above that temp.
So all you really need is to connect a cut-off relay with a 5-minute timer to the existing high temperature signal. But: … If the temp drops back below the limit, when/how does that reset the relay? How does the relay communicate to the crew that although the A/I switches are [on], in reality the system is [off]. And how does the crew re-arm the system to use again? etc.
it’s simple until you dig into it.
My last role was Captain on both 737 NGs and MAXs. I don’t have a formal breakdown of my time in each flavor but I’d WAG it at about 75% NG / 25% MAX; I got onto the 737 fleet just as we were building up our MAX fleet before the long grounding after the two crashes.
My carrier only had -800s and MAX8s, so I never dealt with the other sizes of 737, but other than different weights and some kinesthetic feel issues, there’s no functional difference between a 700, 800, 900 or between a MAX8 or MAX9 (and maybe someday the MAX7 & MAX10 
).
The rest of my airline career included 767s, 757s, 727s, 717s, DC-9s of several sizes, and the MD-80/82/83.
I don’t know if this is even a sensible question, given the tremendous variation in the automation involved in the different generations, but which airplane did you prefer to fly? Do you think you would have liked to fly an Airbus with its fleet-standard fly-by-wire tech?
Thanks for the answer. So those are the models of 737 you flew at your carrier. Were (are) you certified to fly every type of 737 or just the above mentioned?
And, bonus question, do we every get to learn what airline you worked for? It’s not important at all, of course. Just curious. I imagine it could be sussed out from your many posts but I don’t know how much importance you place on your erstwhile company being Anonymous Airlines.
I’ve fallen way behind on this thread, but I thought I’d drop back in for a quick story.
I think I’ve mentioned before that my dad was a pilot, but I don’t think I’ve mentioned my uncle. He was a private pilot for as long as I can remember. We lived a thousand miles away, back when that was a lot, so we only got to see him every few years on summer vacations. I think he may have taken me on my first plane flight, certainly my first time in a small plane. I remember thinking it was kinda strange looking, with a v-shaped tail.
I saw him off-and-on over the years. I always looked forward to those visits, and he’d take me flying. The last time was five or six years ago. He invited me out to Montana. We did a motorcycle trip through Yellowstone, and he took me for a flight again. He was still a Bonanza guy; almost new, glass cockpit, conventional tail. As of today, that was the last time I was up in a small plane.
He passed away on December 30th. I was out in California for a small memorial service. There’ll be a larger gathering, more of a celebration, this spring, at the small airport near where he and my dad grew up.
So, fellow pilots, next time you’re swapping stories around the hangar, raise a glass to my uncle Les.
A finance update: Boeing defense business narrows losses as company battles MAX crisis - Breaking Defense
(Gift link.)
Not sure why I thought it would be a small hanger but that looks like a hanger for a large commercial plane. it seems very strange that the roof beams are all warped in the center.
It’s a miracle the headline wasn’t “Boeing-sized hangar collapse…”
Yaay for Les and a live well-lived, at least in the air.
Looks to me like a standard biz-jet / RJ storage & maintenance hangar. 200 - 300 feet of unsupported span, 30 or 40 foot-tall doors, but nowhere near tall enough to accommodate the vertical tail of a narrowbody airliner.
I’m not sure what you mean by “warped”, but it looks to me like the thing buckled right down the center and we see the two ends tilted in at ~45 degrees.
The article mentions a crane collapsing. Perhaps a construction crane had a boom failure, or simply tipped over, then the crane top (and any load) landed roughly mid-span on the hangar, failing the seam there in overload. Without a roof installed yet to stabilize and spread the forces, you’d expect a cascade failure along the center seam.
In the alternative, maybe they were just in the process of securing all those center seam items when something slipped and whacked something else. Half-assembled buildings are far more rickety than when they are done. Or somebody used too short or the wrong bolts, or left out a few, etc. Where have we heard that recently? ;).
Could be. I watched a large hanger being built prior to covid. it had peak roof beams and was about 63,000 sq ft. It would have taken something the size of a 767 but likely used for multiple regional jets. It was stick built with cranes. If I remember correctly the wall beams were bolted down first and then the truss beams were set in place one pair at a time. The foam system was monstrous. 4 huge underground tanks to hold water. It was fun watching them test the flow before they buried the tanks.
This was a mid-engine pusher shrouded-fan trainer that never gained much traction. Interesting design. It was designed to give the pilot the feel of a jet while significantly reducing initial costs, and fuel costs.
If you prefer to not watch a video:
I have read reports it was windy when the hangar (under construction) collapsed.
So: can geese bring down a helicopter?
Wow.
They shoulda let Maverick fly it.
(Sorry).
Big takeaway here: Emirates is sending their own engineers to Boeing facilities to supervise the production lines. That could get awkward in a hurry.
The choice of metaphor is a little odd, since the Saudis don’t drink.
So is yours, since Emirates is owned by the Emirate of Dubai in the United Arab Emirates (/pedantic mode)
That noted, the UAE folks don’t drink either, but based on my experiences (non-passenger aviation), they are tough negotiators and will hire the best folks to check things out. Awkward is right.
Press on.
The story of a trailblazer …