 Jika anda tidak berada di bawah roti, anda mungkin pernah dengar tentang keadaan ini. Jadi, dua kualitas kualitas kualitas kualitas kualitas kualitas kualitas kualitas ini adalah mereka menggunakan kualitas kualitas kualitas ini di sini, BK7MX8. Yang penting adalah, ini adalah model baru, bukan kualitas kualitas kualitas kualitas kualitas. Ini hanya kualitas kualitas kualitas kualitas kualitas kualitas ini adalah dua atau tiga tahun lalu. Jadi, tentu saja, ia teruk, khas, autoriti abis itu memutuskan untuk memasangkan kualitas kualitas kualitas ini. Dan ia masih berbual sehari-hari. Jadi keadaan kualitas kualitas ini adalah apa yang menghadiri kualitas kualitas ini? Ini adalah link ke sistem ini, yang dipanggil MCS, Manivar Kealitas Kualitas Kualitas. Sebenarnya, saya akan lakukannya nanti. Jadi, ini sistem yang mencuba, sesuatu yang salah. Jadi, ini adalah pilihan kualitas kualitas yang memiliki kualitas kualitas kualitas kualitas. Saya akan mencuba untuk menjawab. Sebelum itu, saya akan lakukannya ke dalam kualitas kualitas kualitas kualitas. Kerana, ini adalah sebuah servis yang anda tahu banyak pilihan kualitas kualitas. Yang saya rasa tidak semua orang tahu. Jadi, saya akan lakukannya ke dalam kualitas kualitas kualitas dan negasi. Sebelum akhirnya, mengenai bagaimana masalah ini berlaku Dan kemudian, apakah sistem NCES ini telah dilakukan? Dan keputusan saya Okey? Jadi, saya akan memulakan bahagian yang terbaik Apa yang berlaku? Macam mana sebuah air terbang? Kamu semua nampak seperti ini sebelumnya Okey? Sangat mudah Ada kerja Pada kerja di atas, betul? Lebih lebih besar kerja di bawah Jadi, air bergerak lebih cepat Pada kerja di bawah Apabila air bergerak lebih cepat Pertama-tama bergerak Dan kemudian, ada perbeza yang berbeza Pada kerja di bawah dan di bawah Kerja bergerak Okey? Ada kerja di bawah Okey, jadi sekarang saya akan memperkenalkan Kerja aeronautik yang tidak terbang Kerja tidak seperti kerja kerja Bersama, kerja kerja kerja adalah kerja kerja Dalam kerja aeronautik, kerja kerja tidak bermaksud Kerja air bergerak Ia bermaksud Kerja terbang terbang terbang terbang terlalu rendah Okey? Jadi, anda dapat melihat Kerja air terbang Pada kerja sebelum, ia adalah air bergerak seperti itu Dalam kerja, sebabnya ini adalah yang kerja air bergerak sangat flawed Jadi, kerana kerja terbang terbang Kerja tidak menggerasakan sukses Dalam kondisinya yang terbang terbang Kerja bergerak mengambil kondisinya mengambil kondisinya O kejadian yang kita m heard Okey? Kerja bergerak mengambil kondisinya Kerja di antara keadaan Kerja terbang dan keadaan yang tidak terbang So a cork line is just an imaginary line drawn from the leading edge to the finish, okay? And the relative wind is the wind that the aircraft is moving towards. So there is a particular angle to this. So this angle, the greater the angle, there will be more lift. But it's only up to a certain point, which is cork the critical angle. So you can see this graph here, right? As you increase the angle of attack, right? So as you do this, the wind will generate more lift, but only up to a certain point. So at this particular critical angle, let's say this is a critical angle, and if I exceed it, the lift will drop very drastically and the whole plane will just sink away. And this is cork to stop. Okay? So of course I will try to show an example. So this is... What the MCS is trying to counter is something called power on stop. So when the engine has full power and it takes off, and then it's very high pitch, it's stopped. I will show you an actual video. And this video is minor. In case you don't know, I'm actually a fire pilot. So this was in my stall training in Australia. An aircraft checkout flight on Sunday at SRETA flying car. So in this video is how all-store is done. So this is my instructor over there. I'm slowing down the aircraft very slow. So even in private pilot, we also train for this. Train for this day. Okay, so for modern aircraft, there's something called angle of attack sensor. So it's actually this particular mini wing, rotatable wing that is on our outside aircraft. And then you'll cut the data over to the pilot who will see in this way. For example, you can see your 5.2. So this is a 5.2 degree angle of attack. Okay? So the pilot can see. Okay, so now I come to another thing which is called qualifications for a pilot. Okay, so pilots, there are many qualifications like this, student, private, commercial and all these things. And these are the ratings. So this one means what I can do with the license. Ratings means what kind of planes the pilot can fly. The thing is, there's something called a jet-type rating. So a jet-type rating means that a pilot must go through specific training before he can fly to the plane. For example, Boeing 737, he needs to go through specific training to fly a Boeing 737. And each jet rating typically takes $50,000-$100,000 of training cost, expensive. And then not only that, the pilot has to go through annual tax to make sure that a pilot give position. Okay? So with that, I'll come over to the history of the Boeing 737. Right? Everything starts from the past. So the Boeing 737 enters service 1967, first model. And they had this particular requirement. It had to fly very short routes. It had to be low to the ground because last time, Airports are not as advanced as today. And it's designed to fly the small Airports where they don't have a lot of facilities. So it means that it has to be low to the ground so the person loading the luggage is easier. It leaves the luggage so high. Another thing is that it's easier to inspect the engine. Engine low to the ground is easier for the mechanic to check for problems. Okay? Okay, so now, of course, Boeing will don't rest on their laurels. They will improve. So, they brought another second generation model called the Boeing 737 Classic. Okay? So this was introduced in 1984. They had a larger engine. It called a high-bioplast CFM-26. Okay? So what it means by high-bioplast engine, is that the engine, in essence, can move more air for the sake of more fuel. Okay, so let's take a look at this low-bioplast. It means that all the exhaust, whatever comes out of the engine, it comes in through this small section here. Right? So now, let's look at low-bioplast engine. So the fuel is burned here. In addition to that, it drives a fan which also moves air along the outside of the engine. Right? This bus. And a super-high-bioplast engine, they move even more air outside. So, they started called a bioplast ratio. For example, let's say the ratio of 10 to 1. It means that for every 1 kg of air that moves in the centre, 10 kg moves outside. So, basically, it means that you burn is safe for more of fuel. Or, sliding more and more of fuel, you can actually move a lot more air. So it generates much more trust. So the efficiency of generally increases with the bioplast ratio. Okay? So now, let's take a look at the comparison. The first gen and second gen 737. You can see the engine, the new engine is bigger. So it's 1.5 metres versus 1.25 metres. And the bioplast ratio is 6 to 1. Right? It means that 1 kg air in the centre is equal to moving 6 kg outside. It's plus more efficient. Because the story doesn't end there, they have a third generation one. It's just another engine and even better aircraft. Okay? This one is not 20. Then in 2010, Airbus came in with a competitive offering. Airbus A320 Neo sent for a new engine option. They had this even this engine with the factor bioplast ratio 11 to 1. This is 6 to 1. So even this engine is even more fuel efficient. So of course, Boeing must fight back. Ainaud, they will lose back their customers to this particular plane. Okay? So now, they had a problem because the Boeing 737 due to its long history is very low to the ground. You can see a comparison like Airbus A320 how much higher compared it is. So they got problem fitting that engine in. You see, for this particular even a second gen, they purposely make this bottle flap, right? You have to make it flap because it's a pure circle, right? You still close to the ground already. Okay. So they had two choices. You have to they either have to re-design a new plane to make the plane taller. But the problem is if that happens right, it's a new aircraft type rating. Means airlines to train all their pilots to gain $250,000 per pilot and all. To train them to fly this new plane. Or they can make minimal changes and make this new plane behave like O1. So I mean the choice it's obvious they will take the second choice. And the second choice resulted in pulling 737 MAX series. So it was announced shortly after Abbas, one year later. And they used by engine on mine to O1. Not as good as Abbas O1, but still much better than the 737 third gen. Okay. So you can see the comparison. 737 this E-100 series is the third gen. MAX is the fourth gen. You can see what they do. So they make minimal design changes which means the whole plane is still the same. It's still the same height from the ground. But the engine is so much bigger because of the high bifast ratio. So no choice they have to move the engine forward and up. But this has consequences when you move the engine forward and up. Your engine plus is now further in front of aircraft. So in aircraft there's something called the center of gravity. So the entire when the force acting on aircraft equal to acting around that point. So the center of gravity of aircraft usually is around here. The wing. Obviously because the wing will leave the center of gravity. So now this engine is further away. So when something is further away from the center of gravity the moment increases. So when it increases the moment means that it tends to have like moment it comes to force. So the moment is higher. So it has more influence on the aircraft's aerodynamics. Another thing is that when you move forward you have increase surface area here. It's like a smaller wing. But this has an impact it means that there's more leaf on this section. So in the past there's no leaf here suddenly got leaf here. So you have more people's aircraft up here. So now it causes suddenly got a greater pitch of tendency. When your aircraft is slow and high power your trust is pushing or add up it had to pitch up more. So the problem is this behaves like different aircraft. So to make the aircraft behave like the old aircraft they had to put the software fix there to counter this thing. So if I say they detect that the aircraft is going to pitch up too high the software computer will force the moment down. So the thing is this on paper is okay. It's not wrong but it suffers from the poor implementation. Only one or two sensors of use. So if the sensors spoil then then the computer cannot do it properly already. Another one is that this one angle of attack indicator supposed to be there but they make it optional you need to pay money the airlines pay boeing to install that feature and they never pay they don't have one they never install the pilot don't know then another one is that even you don't have this right another feature called the angle of attack sensor disagree alert it means that if one of the sensors spoil let's say one sensor on the left side spoil right if the right side is correct the computer of course doesn't know but it knows that one of the sensors reading different from the other means some place not already then they should alert the pilot already but this feature is optional. So without this pilot don't know what happen okay another one is that there was no training to recognize that this thing has failed and how to override it because if this aircraft is supposed to behave like a previous plane it's not supposed right on paper this thing should be invisible so pilot should not be trained for it right they hiding it from the regulator okay but there's actually a way to do it lah so if they want to override this system it's something called electric train so electric train this thing exist even on small aircraft the one that I fly piper as well as now also had this so it just move this it move the train forward and backward then there's something called a manual train control also can turn the wheel another one is a stabilizer because the MCAS adjust the trim of the back wheel can just totally cut power to that so the MCAS can never do anything 3 different ways but if the pilots are not trained then they don't know that this is what it should do lah okay so there is a short term fix right short term fix means that okay now they will have software update to take reading for both sensors lah okay no repeated pitch down event so let's say if the aircraft pitch down already and the pilot override right the system will know okay maybe the pilot know what they are doing they will not try to repeat really force the nose down okay they allow the pilot to override it in the past the pilot cannot override it or rather it cannot override easily okay another one is if more pilot training you tell the pilot that this system exists in case this thing happen what it should do lah the long term recommendations made by others is that the FAA should not let going self certified the root cause because FAA FAA is the organization the aviation authority in the US so they certified planes okay so I think they let us also they tell going okay we just check yourself lah okay we just check ourselves lah we just check ourselves lah we just go and then next plane should be a new plane shouldn't like stack on all these extra pictures like to make the old plane new plane behave like the old one okay so in case you are wondering right this system is not new it already exists in like fighter aircraft lah so it started with F-16 the first one to to have this particular feature because this aircraft they are called not aerodynamically stable so it's not possible for a human to control them stick and rudder so they might some computer life keep it stable so all this bomber I tell bomber lah okay the first one to adopting is not Boeing's Airbus A330 now so Airbus planes are generally much more automated than Boeing so this MCS system people complain lah actually Airbus 2 okay so the conclusion is like is this a poor software solution to hardware design flaw I don't actually in my opinion I don't think this is the case you shouldn't see software hardware separate this software hardware they come together if you treat them as a single system okay Boeing had good intentions I don't think every engineer set up to kill people right so they wanted the airlines to save cost and time plane so airline don't want to train their pilots and then if everything is at 737 for some of this particular airline US called Southwest Airlines all their planes are 737 it's easy it means the pilot train one town can fly everything if you have 737 and none of model none of model then the pilot have a train here train there and not only that when they renew dollar essence they need to renew 2 different plane powersome then F8 did not verify implementation so this is bad lah the regulator shouldn't be outsourcing their checks to the company that they are regulating that what for I'm not sure F8 actually regulates a lot of planes but maybe they give special treatment to Boeing because the US company so I don't know how much time back I think I've got such a lot of time any questions y'all can ask it's too grounded lah the final report it's not our so it's not confirm ah that the MCS system is the fourth best of feature it's not confirm but it's highly suspected lah it's the case lah the lion m1 the same angle like her the first time when the pilot override the system it shut down the system oh they shut down but fail to they make you shut down but too late lah so it's the same same aircraft but different crew different and you have to shut it down what's over lah ya I think I've heard about that they made you shut down but the information not passed over to the next pilot for this any questions for this any more questions is the virtual horizon based on the AOA meter no okay AOA right okay let me get to that for your virtual horizon AOA 200 because of yours okay virtual horizon we respect to the ground because it's a gyro driven in the air still gravity when the aircraft goes right the virtual horizon stays still angle of attack right can vary regardless of what the aircraft where the aircraft is pointing to because if ACR aircraft can store even when it's direct to the ground facing direct to the ground it's because it's respect to the relative wind if it was a case that the pilot had known that it was actually flying downwards towards the ground before it actually crash The pilot was actually known as flying towards the ground The pilot didn't know that it was flying towards the ground issue of confusion where the pilot didn't know that it was flying towards the ground no the confusion is why the aircraft keep forcing him down why the computer keep forcing i think that's the confusion even when they pull up the computer never release control because they didn't know this system existed and nothing is that Boeing aircraft much automation compared to Airbus so the computer shouldn't be doing so much so this is a very big question even you say Boeing is not like it has more many control system why sorry why they still not able to control this automatic tissue okay i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say i will say Apabila kita memasukkan pekerjaan, ia memasukkan pekerjaan, dan sebenarnya ia tidak memasukkan pekerjaan. Mereka rasa mereka lebih baik dengan kelas mereka. Pada masa yang memperkenalkan, ...saya berhenti kerja di tengah-tengah, ...dan melihat kerja yang tidak memperkenalkan, ...dan menggambarkan semua panggilan yang betul, ...dan cukup cukup untuk mengambil pilihan itu. Jadi, kesilapan itu salah. Mereka masih tahu bahawa pembentangan itu tidak berlaku. Bila lebih banyak yang telah terlalu terlalu terlalu terlalu berlaku, apa yang berlaku akan berlaku? Sebenarnya, ia selalu berlaku dengan keadaan keadaan. Semuanya berlaku dengan keadaan, supaya dalam keadaan keadaan, pembentangan itu akan mengambilkan keadaan. Saya juga tidak pasti bahawa saya rasa bahawa ada yang perlu dibuatkan untuk mengambilkan keadaan ini. Saya rasa saya tak akan beritahu tentang itu. Saya rasa terdapat banyak kesilapan di luar sana, jadi saya rasa sangat berbentuk. Okey, lagi? Saya rasa saya... berapa banyak yang saya beritahu? Berapa banyak yang saya beritahu? Okey, bolehlah kita berbentuk. Terima kasih.