To be technical, it's an MD-95.

Indeed. I stepped in dog poop.

Uh...that's not an MD-80.

I know.

To be technical, it's a DC-9.

...We are talking about autoflight here...

No.

We are talking about safety.

An single airliner autopilot flying an ILS with a competent ATP monitoring it is crazy damn safe.

Maybe not as safe as landing 777's on beautiful clear afternoon, but hey, even that gets messed up sometimes too.

May I go off topic and ask if anyone has good Cajun-style crayfish (crawfish) boiling recopies? I have achieved "above average", but have yet to equal the awesome super genius crawfish cooker I encountered at a BP station in Southeast Mississippi, (Estatos Unidos del America) several year...

...AND I ASKED THIS QUESTION ON JP AND GOT NO ANSWER—why would you ever perform a precision approach with one autopilot when two are available? WHY WHY WHY?... The answer is very clear- even to an industry outsider: Because if you follow the broad fundamental procedure of monitoring the ILS (where ...

May I go off topic

no

Sounds like we enlightened internationals have a certain xenophobia regarding Southern US kwizeen.

Wow... where to start with this one? How about here: The engine lights immediately went on and the pilot was forced to land the plane unexpectedly at Nashville International Airport, WTVF reported. Engine lights? There's a "cover flew off the engine" light? And while the landing in Nashvi...

May I go off topic and ask if anyone has good Cajun-style crayfish (crawfish) boiling recopies? I have achieved "above average", but have yet to equal the awesome super genius crawfish cooker I encountered at a BP station in Southeast Mississippi, (Estatos Unidos del America) several years...

Cheap Composite Crackerbox MD-80.

In-flight, structural break up:

http://www.dailymail.co.uk/news/article ... lence.html

(Ok, so we missed it by 592 months, but whatever).

To understand the Boeing mindset, you have to consider ALL of the scenarios and chain-of-events that they have, not only on the 737 project but over all the years of their experience. Can you do that? Yeah, let's start with a fatigue-synergized, brief loss of situational awareness at 150 AGL on an ...

...because of passive fail only...

Then again, a passive fail at 150 feet on a somewhat critical ILS is ok, but a passive fail at 1500 feet for a fat and dumb pull up is ok?...

Seems like we're back at the beginning.

...Until a software upgrade in 2001, it wasn't possible to engage GA mode in autopilot above 2000' RA...

That's meaningful.

Seems like deep down, maybe they almost don't like one autopilot doing any go arounds.

I too blame Verbie.

I don't think anyone else agrees on anything.

...Boeing restricts single-autopilot operations in critical phases of flight (under 50' RA, transitioning to go-around up to 2000' RA) is fail-passive redundancy, period... 2000 feet seems excessive...an order of magnitude or two excessive- The "why" question remains. Is that the magical ...

... Evan... Evan? Black and white thinking, walking-FCOM, procedure-loving, never made a human error Evan? I have seen your sense of humor (it's adequate). I will continue to support that fundamentals should be part of a pilots knowledge base and that if you'd ever so much as ride a bicycle you mig...

Evan, there , shows a diagram, of the autopilot having thingies back in the hydraulic muscle thing next to the elevator. Nice to know, but why the system was designed to be too weak or slow to pull up from just one side remains. Also, should one side of the regular control system fail, would the pul...

Ok, Flyboy. After PP's last post, I have a stronger opinion. I will not call it a position yet, but it's getting closer and closer. Whatever the reason is for Boeing to have designed the AP in single channel to be ]ok flying an approach in solid IMC down to 200ft (proceduraly) or all the way down t...

Real men drive manuals.

...Tacoma 6-speed manual...

Soy mucho masculente!

I experienced somatogravic issues during my most recent missed approach in IMC in the 182RG. Everything felt and sounded fine while I was fiddling with the radio and when I resumed my scan I was leveled off and accelerating instead of climbing at Vy. Contributing factor was probably that this was t...

Jesus h f***ing Christ... What were we talking about again? What are we talking about? How NOT to answer the question. WHY IN THE HELL IS YOUR ONE SERVO TOO WEAK TO DO A PULL UP? THIS SEEMINGLY MAKES NO SENSE! You just ruined everything by saying it's upstream from the hydraulics which is where &qu...

... it's not hair splitting details... Ha! Ready to laugh? Flyboy corrects me..."It's not an actuator, it's a servo." Dumbass aggie doesn't really know what those $20 words mean. I go to Wikipedia and read that a "servo" means all sorts of things including tabs and motors and ac...

...I'm also not real sold on the rotary selector on the dash vs the more natural lever on the steering column, but alas... LOL! That damn thing drives me nuts...and then, after gaining 'competence', I go grabbing for it when driving other vehicles where the shifter's where it's supposed to be. I du...

Am I detecting a procedures violation here? Before-takeoff checklist EPR bugs: set Trim: set Moustache: present ...etc. NO! Looking cool is a fundamental concept...yes and important concept that is critical to operating an aircraft, but it does not have to be a specific procedure. A moustache is no...

...A bunch of stuff... ...No doubt, the aggie is wrong in his details... ...BUT... according to Flyboy... ...one autopilot operates one servo apparently on one side of the elevators and the other operates another servo on the other side... ...and for some reason, the one servo is not capable of pro...

Embellished by the press, but nevertheless cool to watch.

http://www.businessinsider.com/incredib ... and-2016-5