They are counting on 5G to do the heavy lifting for the bandwidth. I would be wondering about the other issues also. I have been a fan of Flight Sim for a long time but they stopped supporting it. I still have my Combat Flight Simulator 3 but it would not load into the Windows 10. I tried to load it into Windows 7 but I lost a lot of data transitioning to 10.

(Written on 07/17/2020)(Permalink)

You are correct Roger. I worked for a company that built the flood lights for the Apollo program. I did the stress testing on the components that went into the flood lights. Some components had a high failure rate and our engineers sought replacements. The components were assembled into the final product and the first one was used for the final destructive testing. The final testing passed. The testing proved that our lights would last through the Apollo program. The Boeing stress testing is done for the same purpose. The 1.5X stress testing proves that the 777 will serve the expected life time of the aircraft. It is proven by the life of the 737 minus the 737Max.I so glad that the engineering group now report to the CEO.

(Written on 11/29/2019)(Permalink)

Have you thought about the crash of the two planes? Maybe the simulator programs were correct because the flight pattern followed the simulator pattern. They may have changed the simulator program to minimize problem to pass the FAA testing.You also have to remember that the simulator was to qualify the plane to fly. The air crafts were not air worthy at the time.

(Written on 10/25/2019)(Permalink)

The article leaves out critical information. The IC stated that 16 of the 22 inspectors were not qualified on the 737 Max. We have to assume that 6 were qualified. Those 6 would have to follow the development of the 737 Max from the beginning to actual flying the aircraft and putting it through the stress testing phase. Inspectors are assigned to an aircraft based on experience just like any industry. I was hired by many companies based on my experience and knowledge. I do not see why the FAA is any different. The complaint infers that inspectors that were not qualified on the 737 Max were making decisions on the aircraft.

(Written on 09/27/2019)(Permalink)

I did not read that report but it is a good beginning. I look at Boeing and they do have a problem of identifying their customer. Is it the airlines or is it the flying customers ultimately? The seats have become a problem. They are too small anymore. I can understand the use of materials to reduce the weight problem but to reduce the size to crowd more people into the same space is exceeding the safety of the flying public. It may be time to regulate the Airlines again.

(Written on 09/20/2019)(Permalink)

The Boeing Board has made the correct decision by moving the engineers away from the business leaders. The business leaders' function is to maximize profits but that can lead to decisions that can and did cause damage to Boeing reputation. The leaders had no experience with airworthiness. The engineers are now under the control of the chief engineer. It seems that companies are now controlled by business managers that only look to maximize the short term profits for the stock markets. They do not seem to have long range plans anymore.

(Written on 09/20/2019)(Permalink)

I read somewhere that the right side AOA was an accessory and would cost the buyer extra to activate. The right side AOA is in place because the 1st crash had the data in the black box. It was only the left side AOA data that had Electrostatic charges riding on the data. That almost indicate that the aircraft skin charges were entering the computer and activating the MCAS function. They need to find the basic fault of why the aircraft skin was conducting electrostatic charges into the AOA cabling. The new standard by Boeing will require both AOA data to be compared to prevent the MCAS system total control of the stall system. You are correct that the software changes are simple to install and require about 2 hours at most. It took us about an hour a bus to install all the route data changes.

(Written on 03/29/2019)(Permalink)

!) The FAA should be renamed the AAA. The Airline Aviation Administration. They seem to work more closely with the airlines and manufacturers than for the the flying public. They work more closely with them to increase the profitability of the industry. Congress does nothing stop the AAA because of the "kick backs" that they receive for elections. The AAA approved the MCAS and the design changes by granting Boeing the authority to make the changes according to another article that I read. It is right for the DOJ and the IG for the FAA to investigate the short comings of the FAA. President Trump has named another insider to head the FAA which is bad for the public. 2) I was a failure analysis for a well known company and the data for the AOA on the first crash indicate that there was excessive ESD entering the left side AOA data to the computer. The computer interpreted the data as a high angle of the nose and naturally tried to prevent a stall. The records show that the AOA vane was r

(Written on 03/22/2019)(Permalink)

Roger, There are two programs that may be confusing you and others. Flying first class does allow you to enter a separate line but you still are subject to the searches by TSA. The "TSA Pre" program does the same thing except you do not have to remove your belts, shoes, and coats. You enter a separate lane and are pretty much cleared because you pay a $85 for 5 years letter. That fee pays for a background check by the DHS. I just got one and the requirements are stiff. You have to be a USA citizen with no criminal record. You have to prove that you are actually you and a citizen and live in the USA. They made me buy my birth certificate with a seal from my birth state. Present a picture ID from my state and a current utility bill. The TSA (DHS)does not recognize the new California driver's license but they accepted the picture from the state. So I ended up paying a "toll" fee to allow me to enter a separate lane. You too can join TSA Pre by applying for the program.

(Written on 02/26/2019)(Permalink)

Each aircraft has two AOA sensors. I used to be a component failure engineer. I saw the data of the two AOA sensors in another article. The pilot's side AOA sensor data graph indicated that there was high levels of static entering the system and the computer was reacting to the static. The sensor was replaced but the ground test is inadequate to detect static interference when the aircraft is motionless. The cabling from the sensor to the computer may have been damaged during the assembly phase and allowed static charges to enter. Boeing can remedy this by comparing both sensor readings and alert the crew and maintenance if there is an anomaly between the readings. The FDR data indicated there was a problem even as the aircraft was taxiing for take off which brings me to the static interference conclusion. The skin of the aircraft will produce static interference.

(Written on 01/25/2019)(Permalink)