Wed Mar 13, 2019 8:46 am
With the dreaded spin we do not know how many pilots did not spin in because they had spin training.
To how many crews might the alleged problem have occurred and they were able to disconnect the system and carry on afterwards?
There was a comment somewhere that American pilots had complained about similar troubles.
What we need to consider is incident reports as well as the two accident reports.
Many operators insist their pilots engage the autopilot soon after takeoff, and this means a system failure has to be detected and responded to without much margin of altitude when the pilots are distracted flying a SID procedure.
Boeing could take out a licence to build Airbus 321s to fulfil their orders...
The 737 was designed with short legs and low bypass ‘turbojet’ engines.
When Boeing fitted the CFM56 there was a lot of trouble with engine failures, BA had a double engine failure in this type with a worrying glide, and then there was BMI and the M1 among other incidents.
IMHO the 737 should have had a new wing with a longer undercarriage to fit more powerful engines, but maybe this would have meant a new type certificate.
Or maybe not.
Cessna 210s went from strut braced to cantilever wings on the same type certificate I believe.
Wandering the World