Originally Posted by
PlaneS
To be fair, there is no definitive accident report that has been published confirming MCAS is to blame or was a contributing factor....
If you were really trying to be fair, you wouldn't pose a question like this (below):
Originally Posted by
PlaneS
How many 737s have crashed because of the problem MCAS was supposed to fix, versus how many have crashed because of MCAS?
Clearly trying to imply that people have actually died because of MCAS
Originally Posted by
PlaneS
...the Malaysian MAX-8 that crashed had been written up multiple times for trim issues and crashed 13 minutes after takeoff following radical pitch and altitude changes.
Sounds like an indictment of Malaysian aircraft maintenance, troubleshooting and follow-up procedures.
Originally Posted by
PlaneS
The Ethiopian jet crashed 6 minutes after takeoff following similar deviations. Of course it's too early to say what happened,
Certainly not stopping you from saying it though, is it?
Originally Posted by
PlaneS
.... question if MCAS is creating more problems than it is solving.
Runaway stabilizer procedures in the 737 have remained pretty much unchanged since its first flight. The same can be said for pretty much any Boeing airliner.
1 - Turn off the autopilot to see if it's causing the problem.
2 - Oppose the trim manually with the yoke. If that stops it, you're done.
3 - If that doesn't work, then you turn off the stab trim cutout switches.
If MCAS is getting some kind of erroneous AOA signal and inputting an unwanted nose down pitch, guess what? Those procedures will stop it. If pilots at airline X get to step 2 and think they're good and MCAS starts another input after it's initial 10 second trim, then they go to step 3.
If you want to speculate about something, why not start with what position investigators in both of these crashes are going to find the stab cutout switches. If they're not "off", why? MCAS or poor procedures?