Bobby_Batronic

Well, you could read the four or five following comments and not have to spitball the one you quoted.

I understand the logic of moving him. That observation wasn’t given with any color to expound upon what’s not impressive about him. Just a stand alone comment that caught my eye and I shared.

Just relaying what I’ve read by supposed insiders.

No, I meant as a third team RB. He rushed for a lot of yardage in HS, but hasn’t impressed in his emergency role as a RB. I don’t know if that’s when compared to other actual RB’s or with the filter of a QB taking reps at RB.

Ive seen some 9.95ers allude that RJ has been less than impressive as a 3rd team RB.

Nah. LSU plays at being Cajun like ATM plays at being SEC. There’s some superficial similarities that seem convincing to the unfamiliar, but ULL or Nicholls St. is where you find the the swamp running frenchies.

Latech is about as Cajun as Texas is aggy. North Louisiana is basically Arkansas’ Sudetenland.

You literally misunderstood my statement. Saying Boeings misdeeds are moot if the pilots respond correctly is in no way absolving Boeing of their actions or culpability in the accidents. It's saying that proper pilot action overcomes Boeings failings. Take some time and wrap you mind around it. No one is saying to let the design flaws go or to forget the actions of Boeing, the FAA or the airlines.

So two active 737 pilots who’ve flown the Max and another who is a current Airbus pilot, but is qualified in both airframes tell you repeatedly that the correct response to a runaway trim issue in the 737 likely saves the day, and you jump straight to your BS “big dicked pilot” routine defending Boeing? Kindly fuck off with that ill informed noise. Maybe you’re only capable of considering a single concept at a time, but more likely you’re in butthurt internet mode. Again. Not a single pilot here has defended Boeing. Particularly once their role in these accidents were brought to light. And not one pilot here has said that the crews in question responded well to the situation they were presented with. Now with regard to your apparent unease with confident pilots let me say this. I don’t want to fly with anyone who feels unable to handle critical situations as they arise. In fact, I can’t think of one that I have flown with who thinks that way. Not anyone who’s lasted in aviation anyway. Here’s the rub, pilots feel they can handle what’s coming so long as they act appropriately. And that’s the difference between confidence and over confidence. A good pilot is a compartmentalizing, multitasking, resourceful team player, and you want that mofo to be a confident individual who doesn’t shrink into indecisive insecurity when things go pear shaped. Maybe you live and work in an environment where that kind of alpha personality isn’t appreciated or understood, but that’s who you want dragging your ass a round the sky. The fact that the two active 737 pilots are telling you that a small blurb in the manual or some iPad training is enough should inform you that it’s nit just batronic hero talk. Buh, buh Boeing!!! Yes, fucking acknowledged and agreed. Figure it out.

Maybe that should tell you that the professional pilots think that correct action makes all of Boeing’s misdeeds a moot point. Something I’ve been trying to convey since the beginning.

So an actual 737 pilot who has flown the MAX tells you that it flies the same, and doesn’t feel different, and you jump straight to “he’s defending Boeing”? Keep on surlying....

They were quite good. How good were UTEP and UAB’s defense? I would say his day against LSU balances with that against MSU not so much with the other two teams

Fify

He’s mildly terrible, and his game against LSU has to be taken in with his performances against other opponents. Miss St made him look terribad, and I think two others, maybe UAB and UTEP, held his passing well down. Basically, he could light up the secondary, but it’s going to have to be one of those act of God, everything is going wrong games that happen once or twice a year to every team.

Nothing a well applied piece of tape couldn’t handle.

Or a monochromatic closet.

I hope that first pass was having a fun day with a bunch of 13 year olds because the CB was 5'8" tops. Jamison maybe?

I found the play on YouTube. We’re both right. OU went hyper tempo, our player were looking to the sideline for the playcall, and Boyd was working his way over to his assignment when the ball was snapped. It was trips left, the outside two WR’s ran a wheel post combo. Brown was the wheel. The post broke his route off after the release and just kinda settled around the left hash while the inside WR ran a stick or little in route. Boyd settled under the broken off route, and Brown ran past everyone.

Found the play on YouTube and it was a combo of both of our recollections.

Actually, tape shows Boyd running across the formation trying to get into position and then hovering in the left flat after the snap. Was the play call late? Probably was. But he’s the only one who managed to not be lined up despite that, and Locke was made to look foolish in the fallout. I would wager that placing Locke on Brown was not a part of the game plan.

Actually, Boyd was racing across the formation to get lined up and ended up looking for work in a nickelback’s no man’s land while Locke tried to run with Brown. Basically it was a coverage bust on Boyd’s part.

Boeing looks much worse. The pilots look the same.

There’s 5500 of them ordered. Airbus couldn’t make up the difference in their wildest dreams. The Max will not only survive, but will be a mainstay in the skies.

I don’t think they were getting an IAS disagree. The angle of attack was incorrect. Not the airspeed indicator. In the bus the unreliable airspeed procedure below thrust reduction altitude is it turn off all the automation, pitch up to 15 degrees and apply Toga power. And then you reduce it it 10 degrees and climb power between thrust reduction altitude and 10,000 feet. But the Ethiopian crew wasn’t trying to climb at an IAS. The CA repeatedly tried to turn the autopilot on, and both pilots realized it was a left AOA van issue.

Agreed and thank you. There’s a lot of training going on now to help address some of the confusion that these kind of failures can produce. Kinda getting pilots to analyze the situation outside of the indications. The Ethiopian crew had initial stall indications with the stick shaker and associated warnings, but the plane was accelerating and climbing and showing no signs of a buffet. So there’s a whole slew of indications, sounds and feels flying them in to it not being a stall. Which they figured out. They even ran the correct emergency procedure, but never connected it to the MCAS issue, and flat forgot their power setting. I just finished my expanded envelope training where we hand flew the plane almost exclusively in the sim with all sorts of airspeed failures, unexpected stall conditions and recovery from really unusual attitudes. Like 45 degrees nose down and 120 degrees of bank while recovering without over-stressing the plane. Fantastic training, that really gets the thinking cap to working.