Originally Posted by
FXLAX
I stand by what I said. The article says pilots from AA, UA, SW (presumably all experienced and well trained) had issues. And presumably all knew ahead of time what they were going to deal with. Something the accident pilots didn’t know ahead of time.
I’m not blaming pilots. This is obviously an issue with the design that needs specific simulator training. I’m positive all those pilots would handle it better if they had gone through specific sim training.
I’m not buying it. MCAS has been fixed to run off both AOA sensors reading high, and then fire a limited amount only once. No more tug of war. “Those in the know” are being quoted in articles saying the issues guys are having is dealing with an AOA disagree after takeoff. That’s already an established procedure right? Why the problems?
I wonder what they mean by guys using flying skills versus going to checklists. Well newsflash, if the stick shaker is going off then this isn’t the time to throw the AP on. The ETH Capt asked for AP on 3 times with the shaker going off.
So here we are. I still think this whole fiasco being dragged out is because EASA is flexing their muscles over the FAA and Boeing. Let’s be honest, the world won’t look at the FAA to clear this airplane until EASA (Europe) certifies it too.