CRASH OF BOEING 737 MAX FLIGHT, ROOT CAUSE ANALYSIS

– CAPT AJIT VADAKAYIL

THE TRAINED THINKERS OF THE PLANET ARE RUNNING AROUND LIKE

LITTLE BO PEEP FOR THE PAST 6 DAYS

IT IS A DISGRACE THAT A BLOGGER HAS TO WRITE ALL THIS..

SOMEONE ASKED ME – REGARDING THE BEING 737 MAX CRASH , YOU HAVE
WRITTEN THIS-

QUOTE : A plane’s aerodynamic stall occurs when the nose of the plane is pointed too steeply
up against the oncoming wind. When this happens, the aircraft exceeds its critical ANGLE OF
ATTACK (AOA).

The oncoming air no longer flows over the wing, as part of the process that provides lift and
keeps the airplane up. Instead (to oversimplify), it starts beating against the bottom side of the
wing, and in other ways stops keeping the plane aloft. When an aircraft STALLS, it stops flying
or gliding, and begins just falling, like a rock, out of the sky. : UNQUOTE

WHAT DO YOU MEAN BY AOA AND STALL ?

The Indonesian Lion Air crashed the Boeing 737 Max first , about 5 months ago.

THE BOEING CUNTS DID NOT DO A “ROOT CAUSE ANALYSIS” AFTER THE
INDONESIA CRASH..

So we have Ethiopian Airlines had a crash of a Boeing 737 MAX 8 aircraft, shortly after takeoff
from Addis Ababa, on its way to Nairobi. 157 people lost their lives, including 149 passengers
and 8 crew in this tragic incident.

The Boeing 737 MAX is a redesigned version of the Boeing 737, which is the workhorse of
many airlines globally. Over 10,000 Boeing 737 aircraft fly around the globe, and the aircraft has
had a successful safety record over 5 decades .
The new HIGHLY AUTOMATED aircraft, the Boeing 737 MAX, entered service in 2017
focusing more on fuel economy.. At the moment 350 of these aircraft are in service, with over
5,000 Boeing 737 MAX aircraft on order.

WITH FUEL COSTS SKYROCKETING—WE NOW HOW KINGFISHER WAS AFFECTED

CAUSING CLOSE DOWN AND JET AIRLINES IS AFFECTED NOW.

Boeing was in competition with Airbus ..

At a relatively affordable price, the Boeing 737 Max – a single-aisle plane – had a flying range
that opened up the possibility of using it on long-haul corridors traditionally the preserve of
wide-body jetliners

In India, SpiceJet and Jet Airways are the two Boeing customers for the 737 MAX range.
SpiceJet has 205 on order, including their options, and Jet Airways has 225 on order.

WHEN YOU GET FUEL ECONOMY YOU SACRIFICE POWER..

The MAX has a bigger and more efficient engine compared with earlier 737 models.

Because the 737 sits pretty low on its landing gear, Boeing had to move the engines up a little bit
and move them forward a little bit on the MAX versions. In order to compensate, they extended
the nose gear by eight to 12 inches and repositioned the engines which "affected the airplane’s
pitch characteristics and center of gravity.”

PM MODI MUST KNOW, WHEN YOU FLY PLANES ON VEGETABLE OIL, YOU
SACRIFICE POWER.

POWER IS REQUIRED WHILE TAKING OFF AT FULL LOAD OF PASSSENGERS,

LUGGAGE AND FUEL.. AND AIRFIELDS DO NOT HAVE A RAMP LIKE AIRCRAFT
CARRIERS.
SO WHAT DOES BOEING DO?

THEY FUCK AROUND WITH THE TAKE OFF ANGLE OF THE PLANE USING
MINDLESS AUTOMATION.

IF THE AUTOMATION WORKS, FINE- BUT SENSORS FAIL.. AND SUCH CRITICAL
“ANGLE OF ATTACK” SENSORS MUST HAVE TRIPLE BACK UP—NOT EVEN
DOUBLE..
The ANGLE OF ATTACK SENSOR kicks in when the automation determines that the plane
would stall in the air. Except, it was giving out inputs to the flight computer without the pilot
knowing about it and how to override it. Boeing CUNTS decides not to overload the senior aged
pilots with information..

When a plane climbs at an angle that is too steep, it risks losing speed and STALLING — a rapid
descent that can cause the pilot to potentially lose control of the aircraft. The Boeing 737’s
Moving Characteristics Augmentation System measures the aircraft’s speed and angle. If the
software predicts a stall is imminent, MCAS takes control of the plane and noses it
downward. However, if sensor readings are faulty, the system could nose the aircraft down
during takeoff, even if the plane is flying normally.

Two sensors on the sides of the plane determine the ANGLE OF ATTACK — the difference
between the direction the plane is flying and the direction the nose is pointed — by measuring
the direction of air flow around the nose. If the angle is greater than 15 degrees, a STALL may
be imminent.

The “Horizontal stabilizer” rotates to control the aircraft’s pitch — how far up or down the nose
is pointing. If the plane’s automatic systems detect a stall, MCAS will use the stabilizer to rotate
the nose down unless the pilot intervenes.

During the plane’s initial ascent, the plane’s nose is tilted up while the plane gains altitude and
speed. A faulty angle-of-attack sensor could record the nose angle as being much steeper than it
actually is, leading the MCAS program to anticipate a stall.

WHAT IS STALL?
A plane’s aerodynamic STALL occurs when the nose of the plane is pointed too steeply up
against the oncoming wind. When this happens, the aircraft exceeds its critical ANGLE OF
ATTACK (AOA).

The oncoming air no longer flows over the wing, as part of the process that provides lift and
keeps the airplane up. Instead (to oversimplify), it starts beating against the bottom side of the
wing, and in other ways stops keeping the plane aloft. When an aircraft STALLS, it stops flying
or gliding, and begins just falling, like a rock, out of the sky.

In fluid dynamics, a stall is a reduction in the lift coefficient generated by a foil as angle of attack
increases. This occurs when the critical ANGLE OF ATTACK of the foil is exceeded.

ANGLE OF ATTACK is the angle between the body's reference line and the oncoming flow.
The lift coefficient of a fixed-wing aircraft varies with angle of attack. Increasing angle of attack
is associated with increasing lift coefficient up to the maximum lift coefficient, after which lift
coefficient decreases

The critical angle of attack is the angle of attack which produces maximum lift coefficient. This
is also called the "stall angle of attack". Below the critical angle of attack, as the angle of attack
increases, the lift coefficient increases.

Conversely, above the critical angle of attack, as angle of attack increases, the air begins to flow
less smoothly over the upper surface of the airfoil and begins to separate from the upper surface.

On most airfoil shapes, as the angle of attack increases, the upper surface separation point of the
flow moves from the trailing edge towards the leading edge. At the critical angle of attack, upper
surface flow is more separated and the airfoil or wing is producing its maximum lift coefficient.

As angle of attack increases further, the upper surface flow becomes more fully separated and the
lift coefficient reduces further

ABOVE THIS CRITICAL ANGLE OF ATTACK , THE AIRCRAFT IS SAID TO BE IN A

“STALL”.
A fixed-wing aircraft by definition is stalled at or above the critical angle of attack rather than at
or below a particular airspeed. The airspeed at which the aircraft stalls varies with the weight of
the aircraft, the load factor, the center of gravity of the aircraft and other factors.

However the aircraft always STALLSs at the same critical angle of attack. The critical or
STALLING ANGLE OF ATTACK is typically around 15° - 20° for many airfoils.

Some aircraft are equipped with a built-in flight computer that automatically prevents the aircraft
from increasing the angle of attack any further when a maximum angle of attack is reached,
regardless of pilot input.

This is called the ANGLE OF ATTACK LIMITER or 'alpha limiter'. Modern airliners that have
fly-by-wire technology avoid the critical angle of attack by means of software in the computer
systems that govern the flight control surfaces.

Some military aircraft are able to achieve controlled flight at very high angles of attack, but at
the cost of massive induced drag. This provides the aircraft with great agility. A famous military
example is the Sukhoi’s Pugachev's Cobra.

Although the aircraft experiences high angles of attack throughout the maneuver, the aircraft is
not capable of either aerodynamic directional control or maintaining level flight until the
maneuver ends. The Cobra is an example of supermaneuvering as the aircraft's wings are well
beyond the critical angle of attack for most of the maneuver.

https://www.youtube.com/watch?v=NQ_3Q6FmUuE

Getting back—
MCAS pulls the nose down - based on incorrect or mismatched sensor readings, MCAS
overrides the pilot’s controls and automatically pitches the plane of the Being 737 MAXs nose
down — a corrective maneuver to avoid a STALL.

To counter the MCAS maneuver, the pilot manually controls the plane back into a climb. If the
pilot is unaware of the faulty sensor or does not turn MCAS off, the ANTI-STALL system will
continue to ‘correct’ the nose position at approximately 20-second intervals, risking a possible
catastrophic loss of altitude.

That sensor, known as the ANGLE OF ATTACK sensor, keeps track of the angle of the aircraft
nose to help prevent the plane from stalling and diving.

When the MCAS detects the plane climbing too steeply without enough speed—a recipe for a
STALL—it moves the yoke forward, using the HORIZONTAL STABILISER on the tail to
bring the nose of the plane down.

It’s distinct from an autopilot system, and only kicks in when the plane is being manually flown.

It is obvious ( even without ROOT CAUSE ANALYSIS ) that the problem with the Indonesian
Lion Air flight was the MCAS went to work when it shouldn’t have.

http://ajitvadakayil.blogspot.com/2017/06/root-cause-analysis-capt-ajit-vadakayil.html

http://ajitvadakayil.blogspot.com/2017/06/root-cause-analysis-part-2-capt-ajit.html

The Lion Air, 737 MAX was climbing normally, but due to a faulty sensor the digital flight data
recorder detected a hard-to-believe 20-degree difference in the angle of attack between the left
and right sides.

Over the next 10 minutes, the pilots repeatedly tried to pull the plane’s nose back up, but the
MCAS kept forcing the yoke forward, pushing the plane down. Ultimately, the plane crashed
into the Java Sea, killing everyone aboard.
If the pilots had known the MCAS was at fault, they could have shut down the plane’s ability to
automatically adjust its trim (which determines its position in the air) so they could manually do
it themselves. But they ended up “behind the airplane,” confused and trying to figure out what
the computer was up to..

The angle of attack sensor’s incorrect reading triggered a system the pilots didn’t know existed
and didn’t know how to manage.

If the ANGLE OF ATTACK sensors fail, then the MCAS pushes the plane’s nose down. The
TRAINED pilot could safely defuse the problem by cutting off the trim system and working the
plane manually.

Lion Air plane did not have an optional feature installed in the aircraft—one that Boeing doesn’t
provide as a standard feature and costs additional money to install—which would have alerted
crew that the AOA readings were erroneous and likely to trigger the MCAS system
unnecessarily.

That’s because Boeing and the FAA didn’t require what was called the “AOA DISAGREE” alert
be installed for safe operation of the 737 Max.

BOIENG HAS FAILED TO DO ROOT CAUSE ANALYSIS

AND IMPLEMENT IMMEDIATE MITIGATION
MEASURES.

BOEING IS GUILTY OF MAN SLAUGHTER..

The system is designed to nudge the nose of the plane down to prevent it from stalling when
necessary. It does this automatically, based on the aircraft’s angle of attack (AOA) data, or the
angle of the aircraft’s wing relative to the flight path.

However, in the event of a faulty AOA reading, the system will nudge the plane downward
unnecessarily, and could eventually cause it to crash

Lion Air flight, the aircraft’s “angle of attack sensors were disagreeing by 20 degrees as the
aircraft taxied for takeoff. A warning light that would have alerted the crew to the disagreement
was not part of the added cost-optional package of equipment on Lion Air’s 737 Max aircraft. A
guardrail wasn’t in place.
Once the aircraft was airborne, the erroneous angle of attack data collided with apparently
unprepared crew with tragic consequences as the MCAS system repeatedly activated, driving the
jet’s nose into a fatal dive.”

ON SAILING BOATS-- The physical principles involved are the same as for aircraft. A sail's
angle of attack is the angle between the sail's chord line and the direction of the relative wind.

A boat’s ANGLE OF ATTACK the angle between the boat's course and the wind direction

AAA- A faulty sensor caused the computer to automatically point the nose down in order to
avoid a perceived stall risk and the pilots weren't able (or didn't know how) to disable that.

BBB- Another way for a plane to crash is by a faulty sensor misleading the pilot crew into
pointing the nose up and getting into a stall.

In both cases AAA and BBB , crashes resulted from reliance on a faulty sensor -- but in one case
it was flight crew and in the other case it was software
TECHNICAL FLUID DYNAMICS DETAILS:

A plane's engines are designed to move it forward at high speed. That makes air flow rapidly
over the wings, which throw the air down toward the ground, generating an upward force called
lift that overcomes the plane's weight and holds it in the sky. ... The wings force the air
downward and that pushes the plane upward.

Air moving over the curved upper surface of the wing will travel faster and thus produce less
pressure than the slower air moving across the flatter underside of the wing. This difference in
pressure creates lift which is a force of flight that is caused by the imbalance of high and low
pressures.
At any given time, there are four forces acting upon an aircraft. These forces are lift, weight (or
gravity), drag and thrust. Heavier-than-air flight is made possible by a careful balance of these
four physical forces.

For flight, an aircraft's lift must balance its weight, and its thrust must exceed its drag. A plane
uses its wings for lift and its engines for thrust. Drag is reduced by a plane's smooth shape and its
weight is controlled by the materials it is constructed of.

LIFT is the key aerodynamic force that keeps objects in the air. It is the force that opposes
weight; thus, lift helps to keep an aircraft in the air. Using the Bernoulli equation and the
continuity equation, it can be shown how air flowing over an airfoil creates lift. Imagine air
flowing over a stationary airfoil, such as an aircraft wing. Far ahead of the airfoil, the air travels
at a uniform velocity. To flow past the airfoil, however, it must "split" in two, part of the flow
traveling on top and part traveling on the bottom. The Bernoulli equation states that an increase
in velocity leads to an decrease in pressure. Thus the higher the velocity of the flow, the lower
the pressure. Air flowing over an airfoil will decrease in pressure. The pressure loss over the top
surface is greater than that of the bottom surface. The result is a net pressure force in the upward
(positive) direction. This pressure force is lift.

WEIGHT is the force that works vertically by pulling all objects, including aircraft, toward the
center of the Earth. In order to fly an aircraft, something (lift) needs to press it in the
opposite direction of gravity. The weight of an object controls how strong the pressure (lift) will
need to be. Lift is that pressure. The weight of an aircraft is a limiting factor in aircraft design. A
heavy plane, or a plane meant to carry heavy payloads, requires more lift than a light plane. It
may also require more thrust to accelerate on the ground. On small aircraft the location of weight
is also important. A small plane must be appropriately "balanced" for flight, for too much weight
in the back or front can render the plane unstable.

DRAG is a mechanical force generated by the interaction and contract of a solid body, such as
an airplane, with a fluid (liquid or gas). An aircraft's wing is designed to be smooth to reduce
drag. Like lift, drag is proportional to dynamic pressure and the area on which it acts. The drag
coefficient, analgous to the lift coefficent, is a measure of the amount of dynamic pressure gets
converted into drag. Unlike the lift coefficient however, engineers usually design the drag
coefficient to be as low as possible. Low drag coefficients are desirable because an aircraft's
efficiency increases as drag decreases.

Finally, the THRUST is the force that is generated by the engines of an aircraft in order for the
aircraft to move forward. because of the shape of an airplane’s wing, called an airfoil, the air
into which the airplane flies is split at the wing’s leading edge, passing above and below the
wing at different speeds so that the air will reach the same endpoint along the trailing edge of
the wing at the same time. Thrust is produced by accelerating a mass of air.

In general, the wing’s upper surface is curved so that the air rushing over the top of the
wing speeds up and stretches out, which decreases the air pressure above the wing. In contrast,
the air flowing below the wing moves in a straighter line, thus its speed and pressure remain
about the same.

Since high pressure always moves toward low pressure, the air below the wing pushes upward
toward the air above the wing. The wing, in the middle, is then “lifted” by the force of the air
perpendicular to the wing.

The faster an airplane moves, the more lift there is. When the force of lift is greater than the
force of gravity, the airplane is able to fly, and because of thrust, the airplane is able to move
forward in flight.
BELOW: THIS IS "NO CONTEST "
The captain of the Boeing Co. 737 Max 8 asked in a panicky
voice to turn back only three minutes into the flight as the
plane accelerated to abnormal speeds,

BOTTOM LINE:

MCAS TAKING CORRECTIVE ACTION BECAUSE JUST ONE OF THE TWO SENSORS ( FOR
PUSHING NOSE DOWN ) GAVE A WRONG READING IS BULLSHIT..

THERE MUST BE THREE SENSORS , OUT OF WHICH TWO OF THE THREE SENSORS ,
MUST AGREE THAT MCAS MUST TAKE IMMINENT CORRECTIVE ACTION..

Capt. Ajit Vadakayil March 13, 2019 at 7:56 AM

https://www.ndtv.com/india-news/boeing-737-max-aircraft-grounded-by-civil-aviation-
watchdog-dgca-2006656

WHAT IS THE NEED FOR SO MUCH AUTOMATION ON A PASSENGER PLANE ?..

TODAY ANY PLANE CAN BE BROUGHT DOWN BY ENEMIES OF THE NATION FROM
A SATELLITE.. I GET THE FEELING THAT THIS CRASH IS DELIBERATE --AS A DRY
RUN ON THIRD WORLD NATIONS..

THERE WAS A TIME WHEN THE WHITE JEWS TOOK OUT PASSENGER PLANES BY
MISSILES.. WHEN I WROTE THAT HOMI BHABA WAS MURDERED THERE WERE NO
TAKERS 8 YEARS AGO..

BUT I WAS VINDICATED WHEN THE CRASHED PLANE WAS FOUND IN THE ALPS..

http://ajitvadakayil.blogspot.com/2011/11/homi-bhabha-in-air-india-flight-ai-101.html

NOW LET US THINK IN A NON-CONSPIRATORY WAY..

The 737 has safely carried over 20 billion passengers on long trips and on short ones. That
legacy of safety is now under scrutiny as the 737 Max, the newest variant of the jetliner, has
crashed twice in rapid succession.

Ethiopian Airlines Flight 302 crashed on Sunday, a few minutes after taking off from Addis
Ababa, killing all 157 people on board. It was the second such tragedy in five months, following
an October crash in Indonesia that killed all 189 passengers and crew on Lion Air Flight 610.

A SIMPLE SENSOR CAN FAIL AND THE AUTOMATION INTERLOCK CAN CUT IN..
ALL THIS WHEN NOTHING IS WRONG WITH THE PLANE ..

IN THE RACE FOR FUEL EFFICIENCY STUPID THINGS WERE DONE..

NOW INDIA IS TRYING TO FLY PLANES WITH VEGETABLE OIL.. AND MODI IS
BOASTING ABOUT IT..

500 MIG-21 PLANES CRASHED BECAUSE INDIA TAMPERED WITH THE WEIGHT
CONFIGURATION BY MINDLESS RETRO-INSTALLATION ( HEAVY ADD ONS ) ..
NATIONS LIKE SYRIA ARE STILL USING THE OLDEST MODEL MIG-21 WITHOUT
PROBLEM..

http://ajitvadakayil.blogspot.com/2010/11/flying-coffin-mig-21-fishbeds-of-iaf.html

The 737 Max has bigger engines than the original 737 and this causes problems with the plane
nose ( down/ up ) .. and there is automation to correct this tendency which is SHEER
MADNESS ..

ROOT CAUSE ANALYSIS MUST BE DONE..

read both parts of the post below--

http://ajitvadakayil.blogspot.com/2017/06/root-cause-analysis-capt-ajit-vadakayil.html

THE PLANE DESIGN MUST BE PUT BACK IN THE DRAWING BOARD AND FRESH
WIND TUNNEL EXPERIMENTS MUST BE DONE..

INCREASING PLANE PERFORMANCE MUST NEVER BE AT THE EXPENSE OF

SAFETY..

############################
LATEST SUKHOI AIRCRAFT CAN DO THE VICTORY ROLL.. BUT MIG-21 WITH
PARTLY DISCHARGED MISSILES MUST NEVER DO IT.. READ THIS LINE A BILLION
TIMES..

######################

THE BRAND NEW SHIP I DELIVERED FROM EUROPE BELOW WAS HIGHLY
AUTOMATED.. IN THE FIRST MONTH THERE WERE TOO MANY AUTOMATION
BREAKDOWNS WITH CHIEF ENGINEER HAVING NO FUCKIN' CLUE..
I AS THE DECK BOY WENT AROUND BYPASSING CHOOTIYA AUTOMATION
INTERLOCKS WITH "JUMPER WIRE "..

http://ajitvadakayil.blogspot.com/2011/02/naive-sailor-ship-construction-capt.html

THERE WAS A TIME WHEN PUMPS INSIDE TANKS WOULD NOT START ( EVERY
TANK HAS ITS OWN DEEPWELL PUMP ) WHILE SQUEEGEEING VEG OILS .. THE
PUMPS HAS AN INTERLOCK WITH POSITIVE PRESSURE OF NITROGEN GAS INSIDE
TANK.. I USED JUMPED WIRE TO BYPASS THIS INTERLOCK- JUST AN EXAMPLE..

IN THE CRASHED BOEING- AN EXPERIENCED PILOT ( OLD AGE ) CANNOT GRASP

AUTOMATION WHEN THINGS GO WRONG..HIS MIND GETS INUNDATED..

Only cunts will put in automation which will solve a problem but introduce a more critical
problem, which is beyond the grasp of an aged pilot. See he has too many things to unlearn.

WE ASK RISK ANALYSIS TO BE DONE ON ALL MIG-21 ( GENERATION 2 ) WHICH

HAVE BEEN UPGRADED TO MIG-21 BISON ( GENERATION 3.5 ).. ESPECIALLY IN A
SCENARIO WHERE A MISSILE HAS BEEN LAUNCHED FROM ONE SIDE OFF THE
PLANE , LEAVING THE OTHER SIDE HEAVY..
CONTINUED TO 2--

Capt. Ajit Vadakayil March 13, 2019 at 8:10 AM

CONTINUED FROM 1-

There is a MCAS (for Maneuvering Characteristics Augmentation System) with “anti-stall”

protections..

An car stall involves something that stops the engine.

A plane’s aerodynamic stall occurs when the nose of the plane is pointed too steeply
up against the oncoming wind. When this happens, the aircraft exceeds its critical
“angle of attack” (AOA).

The oncoming air no longer flows over the wing, as part of the process that provides
lift and keeps the airplane up. Instead (to oversimplify), it starts beating against the
bottom side of the wing, and in other ways stops keeping the plane aloft. When an
aircraft stalls, it stops flying or gliding, and begins just falling, like a rock, out of the
sky.