The fact that the 737 needs computer assistance does not make the airframe unsafe. Every modern airframe needs computer assistance. The problem is with the programming, training, certification oversight and sensors.
You are conveniently ignoring information I've previously provided to you in another thread.
https://terb.cc/vbulletin/showthrea...sis-on-Boeing-737-Max-failures&highlight=kirk
I already provided you with information that Basler has successfully "fucked" with the DC3 by stretching and re engining it with turboprops.
FYI, Hercules aircraft carry passengers on a regular basis. I've been a passenger on one multiple times. Just because you don't fly on one doesn't mean thousands of other people don't every year. I also might add that the fact an aircraft flys freight or passengers is irrelevant. A safe design is a safe design whether it's flying freight or passengers.
Your information on the 787 is completely FALSE. I previously provided a very recent article for you that shows the cancellation rate is below the average, and 1,400 have been sold. Furthermore, it has already been stretched into the 787 9 and 787-10.
The DC10/MD11 was a successful aircraft. 600 is a large number. That's 300 more than the A380. The reason the DC10/MD11 demand decreased was because of changes to ETOPS, which is why all new airliners are twins and why the A380 is a financial failure and why the 747 is dying off in passenger service. The DC10/MD11 aircraft are still flying with FedEx where fuel efficiency isn't as important because the aircraft actually don't fly much compared to passenger airliners. Unsuccessful aircraft don't fly for 50 years.
McDonnell Douglas merged with Boeing. Mergers happen all the time in the Aviation industry. EVERYONE merges. ALL of these aircraft manufacturers have been on the verge of bankruptcy before, sometimes multiple times. Some receive government bailouts, some are given the chance to merge, and sometimes the government throws them a lifeline by buying aircraft to keep the line open in hopes of better days. Embrarer is now owned by Boeing, and Bombardier is more or less part of Airbus now thanks to Boeing. Related to this, the possibility of Rolls Royce going bankrupt again is very real.
Thousands of Boeing 737 MAX's will be delivered and will fly for decades. Mark my words. That's even if Boeing gets charged criminally, which they should. They're guilty of sending out an aircraft with faulty sensors, software and inadequate training. The FAA should also be charged for being irresponsible and allowing Boeing to more or less self certify the aircraft.
Holy fuck, for the millionth time, I never said the airframe was unsafe. I said that by fucking with it due to the desire to meet current market demands, Boeing had to install far larger engines than the old airframe would suppport thus fundamentally altering the flight characteristics of the aircraft to such a point that it is unsafe to fly (that pesky thing called "physics". Boeing's work around (MCAS) did not work when it was originally put on the plane, (rotating the rear stabilizer by 0.5 degrees, so they upped it to 4 degrees (and they didn't tell the FAA)) and now if flies itself into the ground.
Do you work for Boeing or for a company in the Boeing supply chain because you are parroting the Boeing party line till the cows come home?
I have also said that the 737 is an ancient design, which it is. Boeing simply did not want to spend the money to engineer a state of the art new aircraft.
Here's a great read from the New York Times:
Boeing’s 737 Max: 1960s Design, 1990s Computing Power and Paper Manuals
By 2011, Boeing executives were starting to question whether the 737 design had run its course. The company wanted to create an entirely new single-aisle jet. Then Boeing’s rival Airbus added a new fuel-efficient engine to its line of single-aisle planes, the A320, and Boeing quickly decided to update the jet again.
The 737 Max 8 at Boeing’s plant in Renton, Wash. Nearly one in every three domestic flights in the United States is on a 737, more than any other line of aircraft.
Credit
Ruth Fremson/The New York Times
The 737 Max 8 at Boeing’s plant in Renton, Wash. Nearly one in every three domestic flights in the United States is on a 737, more than any other line of aircraft.CreditRuth Fremson/The New York Times
“We all rolled our eyes. The idea that, ‘Here we go. The 737 again,’” said Mr. Ludtke, the former 737 Max cockpit designer who spent 19 years at Boeing.
“Nobody was quite perhaps willing to say it was unsafe, but we really felt like the limits were being bumped up against,” he added.
Some engineers were frustrated they would have to again spend years updating the same jet, taking care to limit any changes, instead of starting fresh and incorporating significant technological advances, the current and former engineers and pilots said.
The Max still has roughly the original layout of the cockpit and the hydraulic system of cables and pulleys to control the plane, which aren’t used in modern designs. The flight-control computers have roughly the processing power of 1990s home computers. A Boeing spokesman said the aircraft was designed with an appropriate level of technology to ensure safety.
When engineers did make changes, it sometimes created knock-on effects for how the plane handled,
forcing Boeing to get creative. The company added a new system that moves plates on the wing in part to reduce stress on the plane from its added weight. Boeing recreated the decades-old physical gauges on digital screens.
As Boeing pushed its engineers to figure out how to accommodate bigger, more fuel-efficient engines, height was again an issue. Simply lengthening the landing gear to make the plane taller could have violated rules for exiting the plane in an emergency.
Boeing 737 engines at the company’s factory in 2012. By 2011, Boeing executives were starting to question whether the 737 design had run its course.
Instead, engineers were able to add just a few inches to the front landing gear and shift the engines farther forward on the wing. The engines fit, but the Max sat at a slightly uneven angle when parked.
While that design solved one problem, it created another.
The larger size and new location of the engines gave the Max the tendency to tilt up during certain flight maneuvers, potentially to a dangerous angle.
snip
The Max also lacked more modern safety features.
Most new Boeing jets have electronic systems that take pilots through their preflight checklists, ensuring they don’t skip a step and potentially miss a malfunctioning part. On the Max, pilots still complete those checklists manually in a book.
A second electronic system found on other Boeing jets also alerts pilots to unusual or hazardous situations during flight and lays out recommended steps to resolve them.
On 737s, a light typically indicates the problem and
pilots have to flip through their paper manuals to find next steps. In the doomed Indonesia flight, as the Lion Air pilots struggled with MCAS for control, the pilots consulted the manual moments before the jet plummeted into the Java Sea, killing all 189 people aboard.
“Meanwhile, I’m flying the jet,” said Mr. Tajer, the American Airlines 737 captain. “Versus, pop, it’s on your screen. It tells you, This is the problem and here’s the checklist that’s recommended.”
snip
The Max also runs on a complex web of
cables and pulleys that, when pilots pull back on the controls, transfer that movement to the tail. By comparison, Airbus jets and Boeing’s more modern aircraft, such as the 777 and 787, are “fly-by-wire,”
