With the CS100 series, one of the complaints on Boeing’s end was how subsidized it was by the Canadian government that at the price that Delta was purchasing them it was impossible to compete. They aren’t wrong, but still scummy to rely on regulators to shoot down the a new type like that when they weren’t directly competing.


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Is this the same piece/film that was shown on PBS a few months back?

 

No. That was a Frontline.

 

If anybody has seen both, is it worth watching Downfall if you watched the Frontline story?

 

why? To watch DeFazio talk out his ass? He knows nothing about MCAS or flight test. Everything his said was wrong. The function of MCAS was not to “push the nose down”. Jesus people are stupid.

 

would defazio be right if he had an (R) after his name instead of a (D)?

 

well I mean I’m looking at the MCAS function difinition right now and it says “ the purpose of the MCAS function is to increase control column forces by commanding the stabilizer in the nose down direction at elevated AOA’s” that’s straight from Boeing. To me that basically says it pushes the nose down. I must misunderstand what you argument is.

 

do you use trim to pull the nose up and push the nose down? No. You use the control column and it moves the elevator. That is how you control pitch. As flight conditions changed forces on the control column change. Trim is used to reduce those forces, not control pitch.

For aircraft to be certified control control column forces have to increase approaching a stall to warn pilots and hopefully keep them from stalling. There are about a hundred other things as well. What can’t happen is the controls getting lighter. That is what was happening in the MAX. The controls were getting lighter. So MCAS commands nose down trim to increase the control force, not command a nose down pitch.

news flash the Speed Trim system commands trim changes quite often during certain phases of flight. Does it make the nose track up and down? No, it doesn’t.

 

Well said. That's exactly it. That's called "negative longitudinal stability", and it's a deal-breaker for certification.

The electronic workaround (MCAS) was clever but poorly executed, starting with the single point of failure, pilot-side-only AOA source, and ending with the "invisible system" that pilots had no idea.

 

I’m pretty sure Defazio knows how the system works and was trying to simplify an explanation of it for the layman.