Boeing 737MAX BlowOut!! The Scandal behind Alaska Airlines flight 1282

Imagine one second that you are sitting happily in the seats of your plane, perhaps watching a movie or chatting with your friends, and then suddenly you are looking directly through a gaping hole in the wall as your plane begins to descend rapidly. to the ground below and now imagine that all of this is happening because someone several months earlier simply forgot to do something. Pay attention. Alaska Airlin temporarily grounded its fleet of Boeing 737 max9 aircraft in mid-May 2023, a pair of Spirit Eros systems workers. In Malaysia they were busy working on something known as a cockpit door plug that was going to be installed on a new Boeing 737 Max -9.

This is the newest member of the Boeing 737 family and by far the most economically important part of Boeing's airliner business. The part these guys were working on looked in many ways like a normal emergency exit door, but without the components needed to operate it and also had a normal-sized window instead of the porthole-sized ones that They were used in normal exit doors. The reason this door plug was necessary was because the Boeing 737 Max family had been expanded even further than the previous NG variant to be able to carry even more passengers. The passenger capacity of any commercial aircraft is normally limited by the number of emergency exits it has. must be sufficient to allow all passengers to exit safely using only half of the available exits in 90 seconds or less.

In the event of an emergency, the previous 737s, with one exception, had been limited to 189 passengers and because of that there were only eight emergency exits, two needed in the front, four over the wings and two in the rear. , but since the Max could carry many more passengers, two new exits had to be installed in the design and were called the intermediate exit. doors or meeds and were positioned behind Wings Around halfway between the rear doors and the upper wing exits, but the thing was that not all

airlines

planned to fly at maximum capacity, some wanted to accommodate a more spacious business class and others They simply wanted to accommodate better legroom for all their passengers and if an airline decided to install 189 seats or less then those doors were not necessary and therefore could be covered up, there were basically two options for

airlines

if they decided to lower that. the way, they could temporarily disable the door and in that case the door would retain its handle and mechanisms, but everything would be hidden behind a normal interior wall panel.

In that case, the door would obviously weigh a little more and would also be completely blocked by the interior wall panel, which meant that the passenger sitting next to it wouldn't even have a window to look out of, but it would be much easier and cheaper to activate that door again if the airline changed its configuration and decided to start carrying more passengers at the later stage, although the second option was that these men were now working on a door stopper, if an airline was pretty sure they would never need to use those well exits, then those exits could be covered with this contraption instead of From the outside you could see the outline of the door, but the handle and opening mechanisms were permanently removed and a proper window was placed in its place, which meant that The only way a passenger could tell from the inside that they were sitting next to one of these door stoppers was because of the slightly greater distance between the window in front and behind the window they were sitting next to anyway.

Once those workers finished assembling this door stopper, it was sent to the Spirit AOS systems main assembly line in Bitup, United States, where much of the Boeing 737 larch rifles were manufactured, the Spirit AOS systems were a Boing's top tier supplier and in fact they were part of the Boeing company until 2005 when it was spun off into a new entity, but even after this Boing was by far their largest customer accounting for 65% of all his business in 2022, but the partnership was not without problems. Boing needed Spirit to maintain a fairly high delivery rate while also keeping the quality obviously super high. and this led to some problems during 2023, the delivery rate of new aircraft was actually reduced significantly after some problems were found with the adjustment of the vertical stabilizer and while the engineers were working to try to fix and verify that problem, another problem arose. encountered some holes drilled by MISD in the AF pressure bulkhead, these issues had caused Boeing to withhold some payments to Spirit and send their own engineers to try to resolve the quality issues and this had likely caused some mistrust to begin to arise between the two partners and their employees now I will get to the actual

flight

here soon, but it is very important that you understand how these door stoppers actually work and what went wrong so that you can fully understand this story when Spirit received the door stopper from Malaysia it was installed and mounted on the fuselage with the line number 8789, which would later become the aircraft used on Alaska Airlines Flight

1282

and the way this plug was installed was strikingly similar to how a normal door would be mounted on that same fuselage.

The reason for this was that it provided the easiest and safest way to ensure that the plug could withstand all the pressure it would be subjected to each time the aircraft was pressurized, but of course there were some key differences. when the door stopper was installed it was fitted with two bottom hinge fittings which, if it had been a normal door, would allow the door handle to lift it up slightly and then drop out and down to move out of the way and activate the emergency exit slider to facilitate this upward movement of the door in the event of evacuation.

Two assist springs were also fitted and interestingly these springs were also fitted to the plug, although they would actually serve no purpose there at the top of the opening. Two rollers were placed in the door frame and those of the two upper guides in the door stopper. Once the door stopper was properly in place, these lower hinge fittings and upper track fittings were fully locked with the help of four full Castle bolts. Knots and pins in the top guides, these bolts were inserted to make any movement of the roller completely impossible and at the bottom, the bolts actually went through the hinge guides, locking them in position and causing the springs beneath them to be completely harmless, but it wasn't these hinges and guides that actually prevented the door from exploding when the pressure differential inside the plane began to increase once the door was properly in the correct position?

Attach 12 stop fittings, six on each side of the door would line up with 12 corresponding stop pads on the door frame making any outward movement completely impossible, this is how the door stopper worked and in this case was completely correctly installed and verified by Spirit systems engineers before f L 8789 left the factory for its journey to final assembly. line at Boeing's ROM factory where it arrived on August 31, 2023 and this is where this story started to get really interesting. When the plane arrived at Boeing, Boeing engineers began carefully checking it to make sure there were no manufacturing defects. on it before proceeding with assembly as I mentioned before, they were quite thorough here because they had encountered some problems before and when they got to the middle exit doors, the Boing engineers found five damaged rivets right next to the left door, which made them issued something known as a non-conformity log on September 1st notifying both Boing and Spirit about this issue and that it had to be resolved now, this is where we're going to have to get into some details that haven't been published anywhere yet. moment. official report, but by a whistleblower within Boing as I mentioned before, there appears to have been widespread dissatisfaction with the quality of work Spirit was performing within the ranks of engineers at the Boing plant in the month prior to the problems.

With these rivets literally hundreds of other minor problems were discovered and at Renton some of the engineers were of the opinion that all work on the 727 should stop until these quality problems had been solved once and for all, except of course, from my From a financial point of view, that was not possible. Boeing management pushed for these airplanes to be delivered on time, as that was when they would actually receive the most money for them, to be able to track these problems and also provide some type of statistical information on the different problems they were encountering. had created some sort of unofficial slack as a communications channel between the engineers involved, this was known as a sat or situational action tracker and will soon become super important to this story, you'll see every time a nonconformity occurs.

Something of significance was found in any aircraft that should be registered in an official FAA registry for repair work known as the common manufacturing execution system, or CME. This ensured that issues were tracked, fixed, and then properly verified before launch, but not everything went well. CMEs, as they were quite cumbersome to work with, instead some minor things were simply written to that sat system, so what happened in this particular case in September 2023 was that the problems with the rivets were correctly recorded in the CMEs as a warranty issue. meaning it was up to the Spirit employees who were working on site in Renton to come and fix them, they eventually did and also reported that they had done so, but as this was recorded in the CMEs, a proper inspection also followed where the Boeing The engineers, to their horror and frustration, discovered that the effect of the rivets had not been fixed at all, they had simply been painted over.

As expected, the CME file was reopened pointing out this frankly

scandal

ous issue with attached images of the same and was then followed by more and more heated exchanges on the satat communication channel to fix the issue properly. When confronted with this, Spirit employees admitted that yes, this is what had happened and also added that a pressure seal on the door plug had been damaged somewhere. of the procedure probably when they attended to the rivets the second time, that was actually an even bigger problem because those types of door seals were not available at the factory and would therefore have to be ordered with later delays as a result and on top of that To replace that seal, the door stopper would have to be opened or completely removed.

Now it is revealed that according to the complainant, the most important conversation for what is about to happen took place in the SAT chat forum because someone pointed out that they were in talks. with the door team about whether it would be necessary to remove the door or simply open it to complete this job. Now, from a technical standpoint, you have to remove all four locking bolts to do any of those things. elements, but from the CMEs' point of view, only the complete removal of the door plug would need an entry that would trigger a formal quality control approval that the aircraft had returned to compliance with the drawing requirements, so logically someone at some point decided that the door plug just needed to be opened, meaning no such QC check or CME approval was ever necessary.

In subsequent photographs taken by Boing's own team after completing the repair of the door seal and rivets, it can be clearly seen that the locking bolts designed to hold the doors in place were never reinstalled after removal, this means that someone it's unclear who or from what team probably simply forgot them and since no formal post-job check was required, this was simply lost, perhaps due to a shift change or something similar, the interior panels They were then reinstalled, meaning that this major quality error went unnoticed and had just spent a major show on the Swiss cheese model.

The plane continued its journey through the Renton factory with its dangerous secret now well hidden within its walls and was finally handed over. to its customer Alaska Airlines on October 31, 2023 and then put into service about 12 days later and this brings us to

flight

1282

on that faithful night of January 5, 2024, but before I tell you everything that happened there, there is this when I wasResearching this episode, I partially based it on news reports from different US sites, but the geoblocks kept stopping me on several pages and that's where today's sponsor and my go-to tool for these situations, nordvpn, really comes in. in play with the help of Nord.

I easily accessed all the digital material I needed for my research, but that's not the only way I use them today. I also use Nord a lot when traveling with my family or on business to access my favorite content or just browse. securely and that's because Nord has lately become much more than just a VPN - they now also offer powerful cybersecurity tools that help you stay away and safe from hacker malware and those sneaky attempts to phishing. I really hate them, so it doesn't matter if you're diving into the internet. research, want to access your favorite online content for free and super fast or just want to protect yourself online.

Nord supports it and if you use the link below, which is the pilot for nordvpn.com, you will get three months absolutely free when you sign up. for the 2 year plan plus remember you can always try nordvpn risk-free for up to 30 days with a full refund guaranteed if it doesn't meet your needs thank you Nord and thank you for supporting my sponsor now we return to the video shortly after Alaska Airlines received their new boying727 Max 9 was taken to Oklahoma City, where a WiFi antenna was installed in the rear of the plane, but during that work there was never a need to open or even touch the plug in the left door, so despite the work of installation took place quite close to it, it had no impact on what will soon happen on January 5, 2024 and the Alaskan Airlines crew of two pilots and four cabin crew were preparing to operate flight 1282 from Portland Oregon to Look at Ontario International Airport in California, when the two pilots were preparing for the flight, they could see that the weather was generally good along the entire route and that there really weren't any Nots to cause concern, the only thing that was slightly out of the ordinary.

The usual thing was some earlier technical log entries indicating that there had been some problems with the aircraft's pressurization controllers over the previous 3 days, they had switched from primary to backup, which seemed a bit strange now that the 727 boy has three different controllers that take care of the pressurization on board, two of them are fully automatic and the third is manual, meaning that the pilots themselves would need to operate the outlet valve at the rear of the plane to control the pressurization using that which now uses the manual controller, is very strange and also quite complicated.

In fact, I only had to do it once in real life, which I could tell you about in a different video, but under normal circumstances, the two automatic controllers will take turns on every other flight to control the pressure inside the aircraft. On airplanes, they do. using a preset pressurization schedule designed to make the experience as comfortable as possible for everyone on board and they are generally very good at what they do but if a controller were to encounter some sort of problem and couldn't follow that schedule. as was well planned, then it could switch to the backup controller and if that happens we pilots would be notified by a moner caution light connected to a fault light and an alternate green light on the overhead panel, then we would simply go through the list associated non-normal check that would simply tell us to turn the controller switch to Alternate, which would eliminate the moner warning and fault light, but the alternate light, the green light, would still remain indicating that we would now only be working with a controller. so this is probably what happened during those previous flights and during normal circumstances this does not necessarily mean that something dangerous is happening, there could be some type of internal failure in one of those controllers and since there is redundancy through the backup and also the manual mode, in the worst case, does not actually require any immediate grounding of the aircraft, as long as the remaining controller works fine now, since this had happened on the three previous flights, Alaska Airlines had decided to limit the capacity of this particular aircraft. operation only for land flights now this may sound a bit strange since we know what finally happened.

I mean, why wouldn't they just ground the plane? If you knew something suspicious was going on but remember that problems with a pressurization controller usually don't make it any way. indicate a problem with a door or an unsafe plane unless it is also combined with other things like really strange noises or pressurization problems, so there really was no formal requirement to ground this plane and Alaska Airlines had imposed this restriction as a precautionary measure to ensure that in the event this aircraft suffers further grounding problems and then has to descend to 10,000 feet, it will have enough range to reach an alternate airport.

In fact, I completely understand why Alas Airlines reacted the way this new plane has at times. some connection problems and some electrical problems that could include these controllers and even if Alaska had decided to ground this plane and change the controllers, no one would have linked this problem to an unsafe door plug, remember those plugs were secured with four bolts and because On top of that, they didn't even have any monitoring system for them in the cabin, they were supposed to be part of the structure of the plane and that's it, but having said that, although a recent lawsuit indicated that some passengers who were seated near that specific plane The left door plug and on some of the previous flights I had heard a whistling noise which they had reported to the cabin crew.

The cabin crew had also supposedly reported this to the pilots, but it is unclear whether that happened on flights where controller issues were present. or not, in any case it was never entered into the technical log anyway, the two pilots who were now going to fly flight 1282 probably discussed these entries and the restrictions the plane had, but since it didn't really affect them, they just agreed keep. keep it in mind and report it to maintenance if it happened again, it was late in January so it was already starting to get dark outside when the cabin crew started boarding the 171 passengers who were scheduled for the flight, the plane now had seats for 178 passengers, which meant that some seats remained empty and by some miracle those seats included 26 Alpha and Bravo.

Now the pilots who were working together on this flight were very experienced, the Captain who was going to act as flight pilot had over 12,700 total flight hours. time and about half of those 6,500 hours on the 737 kid, his first officer had 8,300 hours of total experience, of which about 1,500 hours were flown on the 73. The first officer's sister was going to be a monitoring pilot and completed the walk while the captain settled down. she climbed into the cabin and during the walk nothing seemed out of the ordinary when she returned to the cabins the Captain briefed her on departure and together they finished the last part of the galley setup and checklists everything looked good and they were soon ready to retreat around 17:50 local time.

Alaska Airlines Flight 1282 pulled out of its gate and began taxiing for departure. The pre-takeoff checklist and associated briefings were soon completed and at time 17:06 and 47 seconds the captain lined up the aircraft. the runway stabilized the engines at 40%, then one and then pressed the toga buttons, causing the aircraft to begin accelerating down the runway, the rotation was normal and after takeoff, the gear retracted and the aircraft soon began a left turn toward the southeast. It was also climbing to its initial authorized altitude of 7,000 feet, they were soon handed over to Portland departure frequency where they were cleared to continue their climb to 15,000 feet while continuing on their authorized route now in a Bo 737 which we piloted we do several things different.

Cabin pressurization checks as we climb, as it is one of the most important life support systems we have on board. Detecting a system problem early can help us avoid many later problems, so these checks are taken very seriously. The first of those checks is performed as part of the off-takeoff checklist, which is typically performed above 3,000 feet just after takeoff. This is also when on my airline we release cabin crew to allow them to begin their duty, but it is not clear if this is the case. also the procedure with Alaska Airlines anyway the next pressurization check is done when the plane passes 10,000 feet and then repeated for every 10,000 feet we climb.

In this case, there was no indication that the crew encountered any pressurization problems during these two initial cabin checks. It was climbing normally at around 800 to 1000 feet per minute and as the plane was climbing much faster than that, the differential pressure had now started to build up inside the cabin as it had done many times before, but this time something very bad. was happening now below. In the rear of the plane cabin, as everyone knows by now, the four bolts that were supposed to lock the left center exit door socket in place were not there, which meant that the only thing really holding that plug in place was its own weight, as long as the door was actually seated in its guide fittings, which meant that all of those 12 stop fittings were aligned with the stop pads on the door frame, which It made it impossible for the door to move outwards, but during this section and possibly in several of the previous sections, the stopper had started to move slightly upwards, we don't know exactly why that happened, it could have been due to natural vibrations in the turbulence of the fuselage or even the effect of those assistance springs that we talked about before, but in any case, for each movement, the stopper now made the stop accessories and the platforms began to move more and more misaligned with each other, soon they became He instructed the flight to contact the Seattle Center controller and when the first officer did so, he was instructed to continue his climb to flight level 230, i.e. 23,000.

This was also read and on the ATC tapes you can clearly hear that there is no stress in the first officer's voice at this moment, everything was completely normal, but that was soon about to change after 10,000 feet passed, the captain allowed the airplane to accelerate to its economic climb speed of 2.71 knots while continuing to descend toward Ontario, the airplane would have been climbing at about 2,500 feet per minute in the scenario and the cabin differential pressure had increased to 5, 7 PSI or pounds per square inch and just For reference here, the normal differential pressure at higher cruising levels is 8.35 PSI, which means the differential pressure was about 68% of what it would have been at cruise, but Now, at time 1777, 12 and 33 seconds, the door stopper had finally reached a position of no return with a deafening bang.

The last few millimeters of the stop pads now deformed against the stop fittings and then gave way completely already. As there was now nothing holding them in place the door now moved violently outward and then downward towards the Airstream causing a force strong enough to rip it from the lower hinge fittings and throw it away from the aircraft. By sheer luck the exit gate didn't hit the ER stabilizer when it did which could have caused a lot more damage and instead it just started falling towards the field and so did a lot of other things as the plug exit had caused a size H emergency exit in the fuselage.

The first thing that happened was that the surrounding wall panels and insulation followed the door out. Immediately, the excess pressure that had built up inside the plane now rushed into that opening to try to equalize with a lower pressure outside. The resulting wind this caused was strong enough to completely rip a child's shirt off his body and push him around. mobile phones out of people's hands and pushing anything not tied near the opening out of the hole the hurricane-force wind tore the seat padding off several seats and forced the backrest of the 26 Alpha seat next to it The hallway rotated forward and outward toward the opening almost 20°, but it wasn't just in thevicinity of the room where things were happening; the depressurization force was strong enough to also bend the side walls of the entire plane and again by some kind of miracle. the two seats next to the aisle were unoccupied if they had not been or someone would have been walking down the aisle near the outlet when this happened this story could have had a very different ending in the cabin the effects of this explosive decompression were immediately and terrifying , the plane had been climbing through 14,835, but again it would have been nice to know, in any case, the door flew open with such force that it actually jammed and warped the front bathroom door when it did like air.

He ran out, also throwing the captain's head up and into his front screen and nearly ripping the headphones off his head. In reality, the first officer's headphones were removed and as this was happening, the cabin altitude alarm began to sound announcing that the cabin altitude was now above 10,000 F feet and therefore no longer safe, You can imagine the kind of shock this would have caused and I haven't even mentioned that everything that could fly in the cabin now probably did too, including dust, dirt and loose items that would have been lifted off the floor and possibly arrived. directly into the pilots eyes, their ears would have immediately popped as the cabin altitude now increased from approximately 3,000 feet to 15,000 feet in a few seconds and all of this would have severely disoriented anyone.

I wasn't trained for a thing like this, but these two pilots had been trained and had gone through years of recurring training that would have included rapid deer descents and emergency descents at least every 3 years or so as part of that training, they were told taught that The first thing to do when you hear the cabin altitude warning is to turn on the oxygen masks. We do it before we do anything else and that's because at cruising altitude we only have a few seconds of Consciousness usage time before they lost mental control due to the extremely low pressures now at the altitude they were at now, they had a little longer than that, but Dunning the mask was the first thing they did and that's why the plane actually continued to climb.

Another 1500 feet before the captain stopped him. Now I know some people have reacted to this, but again it makes a lot of sense to me. You see, when the depressurization occurred, the alop pilot was activated and was probably ready to climb, it took just over a minute. for the pilots to get their bearings, they took off their masks and put them on their faces, found their headphones and then established communication with the crew and during that time the plane continued to climb as if nothing had happened after they put on the masks and They were able to talk to each other.

The next thing to do was for the captain to regain control, which in this case he had already done and to stop the climb, the captain would have requested rapid depressurization actions and the first officer would have reviewed and verified a set of elements from the memory, that is, checklist items she would have memorized, including oxygen masks. 100% communication with the crew established mode selector from manual to manual and for the outlet valve to close those first elements are done to safeguard the conscience of the pilots establish communication between them and then verify if what caused the precariousness had something to do with the aircraft itself failure system remember at this point they had no idea what had caused it after this, they both would have verified if those initial actions really solved the problem by checking the cabin altitude and differential pressure and in this case the cabin altitude would have been close to where the aircraft altitude was and the differential pressure would have been close to zero, meaning those initial elements had no effect, the aircraft was still depressurized now, which would normally happen in That case is that both pilots would agree that the cockpit is not yet in control. which would lead to an emergency descent, but note that this is not an automatic decision.

Taking an emergency descent is a potentially dangerous maneuver due to the traffic below them and the fact that they would now be descending without authorization, so it is really important to take a few moments at this point to assess the situation, which is probably also what these two pilots did. The emergency descent then also includes memory elements that are divided into first officer and captain elements. The first officer will start at the overhead overhead panel to check that the passengers' oxygen masks have been dropped, which they actually do automatically when the cabin altitude reaches about 14,000 feet.

He would then have turned on the Bel seat sign again, which would also have happened automatically. This is just to verify that it has been done and then continue. switch the engine start switches to continuous and turn on all external lights to make the aircraft as visible as possible to surrounding traffic as it will now descend without clearance, then descend towards the center pedestal and search for 7700 on the transponder transmitting an emergency code to all nearby ATC units and then make the first emergency call to the controller explaining the problem and telling him that they will descend to 10,000 feet or MSA, whichever is higher and also requesting local Q&A if necessary as first officer is doing his thing, the captain would start by announcing the emergency descent to the cabin crew using the public address system, this would make all the cabin crew who are still up and around immediately sit down anywhere in the cabin and then sit down.

Put on an oxygen mask. activated, if they have not already done so, then you would set 10,000 feet or the minimum safe altitude, whichever is higher on the mode control panel, select the level change and then consider turning right or left to avoid descending to the traffic Down on the same airway and also possibly increase the speed to the maximum, but you would only increase the speed if you are sure that the structural integrity of the aircraft is not in doubt, if you are not sure of that you should maintain the speed at the that are currently located, which is exactly what you also did in this case, after that you can simply let your hand go down and help the confidence levels go back to idle, raise the speed lever B and once done , you can bring your hand to the mode control panel again and adjust any of the values.

Doing things this way will cause the aircraft to begin an immediate and rapid descent into breathing air and this procedure is something we actually practice a lot of similar way to make sure it stays in memory in case it ever happens. Just because of the dramatic nature of this failure, in this case we are still not entirely sure exactly which steps of the quick dismount process and emergency descent procedure were actually completed, as everyone was here, at a relatively low altitude, when happened. We know that the vertical speed did not increase to the very high values ​​that would be expected from a totally emergency descent and the speed did not increase either and we also know that the oxygen masks were made because it can be clearly heard from the After an emergency call to the ATC, the first officer did 10,000 and another thing came that I really want to try to explain here.

Communicating with an oxygen mask on is actually very difficult, not only did they have to deal with the incredible cabin noise that I can also clearly hear on the ATC tapes that they also had these diluent demand features on their mask, which means that every time they took a breath, a valve would open and push oxygen into the mask right next to the microphone, which in turn means that they would have to try to communicate between each breath because, every time they inhale, they would basically sound like Darth Wader running a marathon, in theory, once the plane is in a more controlled descent, there are also emergency checklists to be read by the paddle monitor and that is also quite difficult to do with these masks on for exactly the same reason, so the fact that communication between the crew and air traffic control was a little less than perfect in this case also makes a lot of sense since the pilots were working to get the plane to a cabin altitude below 10,000 feet , the situation at the back of the plane would have been quite chaotic, all the masks had fallen off as designed and the way they work is when the passenger puts them on and then pulls down on the hose when there is a problem.

Of the four horses per unit is knocked down, this activates the oxygen generator inside, which combines chemicals to begin producing oxygen over a period of approximately 13 minutes or so. It is estimated that this is enough time to allow the pilots to lower the plane even from their position. Maximum altitude using the procedure I just described. Passenger masks will mix oxygen from the generator with outside air and that is why they are not used in case of smoke in the cabin. They wouldn't really help, but would simply fuel the fire. causing that smoke with more oxygen and when we talk about smoke, these generators produce a lot of heat when the chemical reaction is active, so it is not common for a burning smell to also appear in situations like this, which, of course, is quite fear. but it's completely normal, but in this case people seem to have remained remarkably calm under the circumstances.

Mobile videos taken of the event show people sitting calmly strapped to their seats as they look across the aisle of their plane at the bright lights passing below them. I don't know how much communication there was between the cabin and the cabin crew, but with the level of voice in the cabin we can assume that there wasn't much. One of the cabin crew assistants finally managed to loosen the cabin door that had become stuck. The lab door then closed to allow the pilot some lower noise levels and helped him concentrate. The aircraft initially descended to 9,000 feet where the cockpit altitude warning was eventually stopped and after that, once the associated emergency checklists were completed, the crew breathed and prepared. for an immediate return to Portland as part of The Descent, the plane had turned left, which meant it was soon over the extended centerline of Runway 28, leaving the same Runway they had actually taken off, he was told.

The controller, who from the communication can be heard a little skeptical about the plane's ability to descend fast enough from that position, was soon cleared for ILS, which the crew eventually accepted as well. Now it's also worth noting that in a situation like this the drivers have the potential weight. risk of staying in the air longer and descending slower versus the discomfort that the passengers will now have to endure during another rapid, pressure-free descent, the captain, who in this case did not know how serious the damage to his plane was, decided to lower it to the ground quickly, this would have meant configuring the aircraft almost immediately and then descending with a fairly high descent rate to stabilize the aircraft in the final phase.

The approach then proceeded without further mishap, although it must have been a terrible ordeal for the rear passengers, remember. Not only would it have been incredibly noisy, but it would have also been quite cold, as this was basically late afternoon in January, where temperatures on the ground were only about 10°C on top of that. a normal pressurized descent would be about 500 feet per minute, while this descent was much faster, which would have been felt in everyone's ears and sinuses, but anyway, at time 1726 and 46 seconds, the plane landed safely on runway 28, departed Portland and then put it to the test.

Unfortunately, at the stand, the crew forgot to turn off the CVR breaker and since the aircraft was kept powered after the event, the 2 hours of continuous loop recording on the cockpit voice recorder continued to record, meaning the records of this flight were soon overwritten but deleted. Of the 177 people on board, only seven passengers and one flight attendant suffered minor injuries and the rest were completely unharmed, which can be seen as a fantastic result given the current circumstances due to the dramatic nature of this event and the fact that It happened to a The Boeing 737 Max crash received instant global attention.

This video is based on the different Faba reports, the reportpreliminary and some articles that I will obviously link to below, but we will likely know even more details when the final report is published. I felt it was important to share this video now anyway to give you a better idea of ​​what we know so far and I want to reiterate that this had nothing to do with the design of the boing 737 Max itself, but rather that it looks like an internal boing. and the alcohol quality issue as a precaution, Alaska Airlines grounded its fleet of 77 Max 9 aircraft immediately to inspect the mid-exit door plugs on all of its aircraft.

These inspections began on Saturday morning, January 6, 2024, and the FAA issued an emergency air signal on the same day requiring all 727 Max 9 aircraft operators to conduct specific inspections before any aircraft were returned to service. service, the FAA is now also delving into quality management and safety management programs within both Boeing and Spirit and, as an initial precaution, has limited Boeing production capacity for the new 737 Max until the issues have been resolved. quality problems now. If you want to learn more about it and stay up to date with current events, I recommend you subscribe to my sister channel Mentor now and check out my mentor. pilot app, as well as my Mentor website pilot.com, you can support the work we do here by sending a super thank you using the dollar button below, maybe purchasing some merch, or maybe even joining my amazing patreon team and interacting with me directly in an upcoming Zoom Hangout, have an absolutely fantastic day and see you next time, bye.