基本上 NTSB 的前主任開砲不是沒有理由，
因為其實這是有 ICAO 規範的，
我們的 ASC 也是依據 ICAO 規範作業。
其實各位去查 ASC 作業程序就知道，
一份調查報告完成時，其實他依據規定
涉及調查單位如下：
航空器登記國
航空公司國籍國
航空器設計國
航空器製造國
提供相關資訊或重大設施或專家的國家
國際民航組織。
所以衣航的案子很清楚，這個飛機
要送的飛安事故調查單位，至少會包含
1. 登記與航空公司國籍 -> 衣索比亞調查單位
2. 設計與製造相關
(1) 機體設計與製造 -> 美國 NTSB
(2) 發動機(CFMI) -> NTSB / 法國BEA
3. 相關設施與製造
(AoA Sensor / MCAS 設計製造等等)
所以這個飛安調查照規範也會讓 BEA參與，
你衣索比亞故意不給 NTSB，說穿了就是
一個政治化的舉動，而且不查明原因飛機
就是會被 Hold 在地上...
(雖然適航指令發布與調查未必有關就是)
至於有些人質疑是不是 NTSB 想護航，
我只能說大家不要被台灣這種動不動就
泛政治化的想法影響。 NTSB 在美國是
屬於很獨立的調查組織，波音的確是有
可能去影響 FAA 在適航指令發布的作為，
但是如果講說 NTSB 會被波音影響，我
只能說這樣其實太小看 NTSB 了
有關於人機衝突的調查，建議各位可以去
看日本看看 CI140 的調查，就會知道為何
NTSB 前主任要開這種砲
※ 引述《ttnakafzcm (燦's)》之銘言
: 昨天前NTSB調查主任 Greg Feith 開炮
: https://www.facebook.com/AirCrashDetective
: It is sad to hear some of the “junior investigator” talking heads make a
: storyline out of factoids or no facts about the 737 MAX. They embellish th
eir
: credentials to sound smart when in fact they have no clue and say things
: about analyzing data that doesn’t exist....
: A good friend of mine who is a former airline captain and flight safety
: professional ant be the following:
: “The VAST majority of the inane comments and knee jerk industry reactions
on
: FB and AV Herald are based on no valid nor substantiated information
: regarding the MAX aircraft.
: However, NO one is talking about the pilots, nor the airlines involved, no
r
: the training, nor the experience of the pilots. It IS WELL BEYOND time tha
t
: these direct factors are understood, investigated and considered a possibl
e
: contributor to the two distinct MAX accidents.
: The accident information in news articles dated 11/28/2018 indicated that
the
: previous crew at Lion Air had experienced the MCAS issue but CORRECTLY dea
lt
: with it by disconnecting the stab trim cutouts - as expected in the NNC
: (non-normal checklist) yet the accident crew could not figure it out. Why
the
: plane was dispatched in an unairworthy condition needs to be addressed and
: why one crew did and the accident crew did not figure it out the system
: issues needs to be explored because the deficiencies with the accident fli
ght
: crew can be traced back to inadequate or deficient training and like suspe
ct
: pilot qualifications!”
: I agree with the premise of his comments and would add that training issue
s
: should be a focal point of the Ethiopian MAX and Atlas Air accidents.
: Automation confusion and automation dependence are key factors that must b
e
: included in all three of the recent accidents.
: 這邊的大概意思是
: 人們不應該單純的把事故起因歸咎於飛機本身的設計
: 而是要做綜合考量 包含人為因素 也就是航空公司是否提供足夠的訓練及飛行員是否
: 充分的了解這些系統等等關鍵因素
: 接著今天接著開砲衣索比亞當局
: What is going on with Aviation Safety? The Ethiopian government “shopped
: around” to find a country where the FDR and CVR would be sent because the
y
: decided that despite being the country of manufacturer, and having one of
the
: best FDR/CVR Labs, the NTSB would not read out the data. At a time when an
: airplane is under so much scrutiny regarding safety of flight issues, the
: Ethiopian government apparently did not feel a sense of urgency in obtaini
ng
: data that is vital to both Boeing and the FAA to determine the
: safety-critical issue(s) with either the airplane, the pilots, aircraft
: maintenance or a combination of all three.
: Instead of having critical information within hours, the aviation industry
: and the world are waiting days because the Ethiopian government was turned
: down by the UK and German investigative authorities and finally settled on
: the French BEA. Politics like this has no place in aviation safety.
: Now that the BEA (who also has a very good laboratory but are in the backy
ard
: of Airbus) has received the FDR and CVR, the next question is when will th
e
: data be available for analysis? Meanwhile the aviation industry and flying
: public waits, and the air carriers experience the economic impact!
: 飛機明明是美國做的 NTSB/FAA的設備最好你不找 偏偏跑去找法國
: 而且搞的全球MAX停飛陪你們耗