February 8, 20241 yr There is also an issue with the engine anti-ice. The LEAP engine nacelle lip uses more composite materials than the legacy nacelles and can catastrophically fail if the anti-ice is left on in dry conditions for more than five minutes! The AD warns this could result in “an un-powered off-field landing”! https://www.federalregister.gov/documents/2023/08/10/2023-17197/airworthiness-directives-the-boeing-company-airplanes Edited February 8, 20241 yr by HeyEng
February 8, 20241 yr There is also an issue with the engine anti-ice. The LEAP engine nacelle lip uses more composite materials than the legacy nacelles and can catastrophically fail if the anti-ice is left on in dry conditions for more than five minutes! The AD warns this could result in “an un-powered off-field landing”! https://www.federalregister.gov/documents/2023/08/10/2023-17197/airworthiness-directives-the-boeing-company-airplanesYeah…but it shouldn’t be on without visible moisture or a contaminated surface, so this damage occurs outside of proper system operation. Not a real shocker.
February 8, 20241 yr 3 hours ago, SurelySerious said: Yeah…but it shouldn’t be on without visible moisture or a contaminated surface, so this damage occurs outside of proper system operation. Not a real shocker. 2 hours ago, HossHarris said: Yup. Nobody ever forgets to turn it off …. Lol, exactly. Forgetting to turn off the anti-ice for 5 minutes and you get a total engine failure? That's the definition of a "real shocker."
February 8, 20241 yr 55 minutes ago, Lord Ratner said: Lol, exactly. Forgetting to turn off the anti-ice for 5 minutes and you get a total engine failure? That's the definition of a "real shocker."
February 8, 20241 yr 5 hours ago, SurelySerious said: Yeah…but it shouldn’t be on without visible moisture or a contaminated surface, so this damage occurs outside of proper system operation. Not a real shocker. And of course anti-ice valves never stick in the open position! Boeing has auto anti-ice systems that automatically turn on and off during icing conditions but to maintain the same type rating as legacy 737 aircraft, these type of systems are not installed on the Max. The Max with the LEAP engines should have had a new type certificate but Southwest would have not have purchased the aircraft to begin with and so Boeing did a lot of pounding a square peg in a round hole to emulate handling characteristics of legacy 737. Even the NG had a different wing and cruised faster than the 100 to 600 aircraft and it could be argued that Boeing should have changed the type certification back then.
February 9, 20241 yr It never ends with this POS. US FAA mandates Boeing 737 MAX rudder loose bolt inspections
May 15, 20241 yr Boeing may be prosecuted after breaking safety agreement that prevented criminal charges for 737 crashes, US DOJ says Alleging that Boeing lied (shocker), about safety changed that were made.
May 15, 20241 yr 2 hours ago, ClearedHot said: Boeing may be prosecuted after breaking safety agreement that prevented criminal charges for 737 crashes, US DOJ says Alleging that Boeing lied (shocker), about safety changed that were made. Good. Maybe we can actually hold Boeing accountable for making pieces of shit both for the USAF and civilian world. Monopolies are not good for competition and and definitely not good for making end products that are safe and effective vs. a product that constantly needs more work to function as advertised. Fuck Boeing. They are not as good as they think they are.
May 16, 20241 yr 22 hours ago, ClearedHot said: Boeing may be prosecuted after breaking safety agreement that prevented criminal charges for 737 crashes, US DOJ says Alleging that Boeing lied (shocker), about safety changed that were made. Definitely wouldn't want to be a witness on that trial.
May 17, 20241 yr 15 hours ago, disgruntledemployee said: If it ain't Boeing, it ain't going....to make it through the flight without losing a part. Edited May 17, 20241 yr by Biff_T Fat fingers
June 13, 20241 yr Anyone have more details? The AvHerald is reporting that on May 25, 2024, a Southwest Airlines Boeing 737-8 MAX (N8825Q) experienced Dutch Roll while en route from Phoenix to Oakland, carrying 175 passengers and 6 crew. The crew regained control and landed safely in Oakland. Post-flight inspections revealed substantial structural damage, including to the standby power control unit (PCU) and its mounts, leading the FAA to classify the incident as an accident and open an investigation.
June 14, 20241 yr 19 hours ago, ClearedHot said: Anyone have more details? The AvHerald is reporting that on May 25, 2024, a Southwest Airlines Boeing 737-8 MAX (N8825Q) experienced Dutch Roll while en route from Phoenix to Oakland, carrying 175 passengers and 6 crew. The crew regained control and landed safely in Oakland. Post-flight inspections revealed substantial structural damage, including to the standby power control unit (PCU) and its mounts, leading the FAA to classify the incident as an accident and open an investigation. Not this one specifically, but UAL had a rudder issue recently. Culprit was a disabled, but still installed rudder servo. Here is the explanation from the link below. The incident airplane was delivered to the airline in February 2023. The aircraft was configured with "a rudder SVO-730 rollout guidance servo that was disabled per UAL’s delivery requirements to reconfigure the autoflight system from CAT IIIB to CAT IIIA capability." Investigators stated that although the servo was disabled, it remained mechanically connected to the upper portion of the aft rudder input torque tube by the servo’s output crank arm and pushrod. The rollout guidance servo was removed from the incident airplane and subjected to cold soaking to determine if the cold had adversely affected the torque required to move the servo’s output crank arm. Per the report, at room temperature it was found that the torque to rotate the servo’s output crank arm was within design specifications. After the unit was then “cold soaked” for one hour and the test was repeated, it was found that the torque to move the servo’s output crank arm was significantly beyond the specified design limits. "Because the servo output crank arm is mechanically connected to the rudder input torque tube, the restricted movement of the servo’s output crank arm would prevent the rudder pedals from moving as observed during Flight 1539 and the test flight," the report said. https://www.flyingmag.com/ntsb-investigates-boeing-rudder-malfunction-incident-in-newark/
February 8Feb 8 On 1/29/2025 at 11:20 AM, disgruntledemployee said: I'm gonna guess the research resulted in finding the target. On 2/8/2024 at 10:28 AM, HeyEng said: There is also an issue with the engine anti-ice. The LEAP engine nacelle lip uses more composite materials than the legacy nacelles and can catastrophically fail if the anti-ice is left on in dry conditions for more than five minutes! The AD warns this could result in “an un-powered off-field landing”! https://www.federalregister.gov/documents/2023/08/10/2023-17197/airworthiness-directives-the-boeing-company-airplanes Yet another concern related to the LEAP engines is the LRD (Load Reduction Device) which can dump sump oil from the fan section and into the compressor section resulting in smoke in the cockpit from the AC packs. This video explains it much better than I can and it’s not an insurmountable problem as long as you know about before hand but apparently was poorly explained in the manuals given to flight crews!
February 9Feb 9 No amount of base/equip seniority will make me fly the 73. The French have thoroughly destroyed Boeing on this one. Edited February 9Feb 9 by brabus
February 9Feb 9 I enjoyed my 30 months in the 737. I'm the rare person that likes it better than the 757.
February 9Feb 9 57 minutes ago, HuggyU2 said: I enjoyed my 30 months in the 737. I'm the rare person that likes it better than the 757. you are a FREAK 😄
February 9Feb 9 The first time I flew the MAX, the only training I had received was a series of distance learning modules (CBTs), and a couple of pamphlets in my base mailbox showing the differences from the Classics/NGs. MCAS and LRD were not mentioned in those pamphlets. The MCAS debacle got us all a special trip to the sim for some hands-on training. I'm starting to wonder if this will drive enough change that we all end up back in the sim for more MAX-specific procedures. Purely speculation.
February 9Feb 9 The first time I flew the MAX, the only training I had received was a series of distance learning modules (CBTs), and a couple of pamphlets in my base mailbox showing the differences from the Classics/NGs. MCAS and LRD were not mentioned in those pamphlets. The MCAS debacle got us all a special trip to the sim for some hands-on training. I'm starting to wonder if this will drive enough change that we all end up back in the sim for more MAX-specific procedures. Purely speculation.My company has changed major checklists and procedures four times in the last year with no sim training - just some memo with no real explanation of expectations- so based on that unless the FAA mandates it, I doubt it.
February 9Feb 9 4 hours ago, HuggyU2 said: I enjoyed my 30 months in the 737. I'm the rare person that likes it better than the 757. I'm not sure how to respond to that other than suggest you seek counseling with a mental health professional because that way of thinking just ain't right. 757 with Rolls Royce engines can best be described as a dream date having long legs with big hooters. Good luck with the counseling and get well soon! Edited February 9Feb 9 by TreeA10
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