Originally Posted by
horrido27
Yes, all the transport category aircraft I've flown have had a stall/stick pusher. But so does the Max's.
The 737 does not have a stick-pusher. Neither does the 757/767, DC8, or DC9 that I've also flown. Aircraft I've flown with stick-pushers have been the Jetstream (J32) and CRJ.
Originally Posted by
horrido27
I asked a question about the MCAS on the M10. So far, we've gotten a Yes and a No.
My understanding is that the MCAS function of the FCC software is not planned to be a part of the 737-10. The airplane has not yet begun flight testing, though, so the design is not yet finalized.
The MCAS (to my knowledge) was installed on the Max's due to a change in how the aircraft handles while going to full thrust in certain situations.
MCAS has nothing to do with thrust, full or otherwise.
The engines were moved forward and up. Moving them up moves the thrust-line closer to the airplane's longitudinal axis which REDUCED the pitch moment-arm with regard to thrust. This REDUCES the pitching-moment produced as thrust is increased or decreased.
The problem that MCAS was designed to address relates to the certification requirement that pitch forces must increase proportionally as the AoA increases. i.e. As you keep pulling the nose up, it becomes increasingly more difficult to continue to pull up. This is a normal, desirable handling characteristic of a stable airplane. As AoA increases, the nacelles produce some lift as a result of them deflecting airflow downward. The MAX's nacelles are both larger and located farther forward. Being farther forward of the lateral axis increases the moment-arm of the lift generated from the nacelle as does the increased size of the nacelle.
This increased nose-up moment from the nacelles, in very high AoAs, reduced the natural increase in nose-down tendency as AoA increases. MCAS was designed to introduce additional nose-down bias, in very high AoA situations, through the introduction of nose-down stabilizer trim.
The 737-10 is nearly six feet longer than the 737-9 and fourteen feet longer than the 737-8. That additional length increases the moment-arm of the horizontal stabilizer and elevator which reduces the effect of the increased pitch-moment from the lift generated by the engine nacelles. The design is intended to meet certification requirements without MCAS. That will be confirmed, or not, in certification flight testing.