Originally Posted by Name User

I have tried to avoid our MAXs when commuting but for the first time I've just now purposely booked around the MAX. My wife has a full fare ticket she is booking and we are picking flights that avoid it as well.

I know it's early but why take a chance?

Originally Posted by Dorp

For any new followers to this thread: 5 pages... All it took was 5 pages of comments for the thread of a tragic airplane crash to devolve into “he said she said” bickering.. APC may or may not be anthropologic gold.

Originally Posted by Adlerdriver

That's exactly what I'm saying. I wish I still had the pictures some of our deadheading pilots took of a Chinese crew taking off with 6-inches of snow on their wings (yes, pictures taken from inside the a/c on takeoff roll).

Dude - I'm not sure why you've decided to focus on "indictment". I wish I had chosen another word now because you're off on a tangent. I wasn't accusing you of an indictment. I was trying to say that your statements about the write-ups and the crash indicated a bigger problem with local maintenance than manufacturer choices or design. That's all.

Originally Posted by NEDude

A friend of an acquaintance flies 777s for Ethiopian and was next in line for departure after the accident aircraft. According to him the accident aircraft crew reported they had unreliable airspeed to the tower before being switched over to the departure frequency. Don't know how that might play into the MCAS playing a role.

Originally Posted by Adlerdriver

I'm not defending Boeings approach to putting MCAS on the Max and blowing off proper communication.

But, it's not accurate to say they added a system that can fail catastrophically. They didn't. That's my the point. MCAS has no more potential for "catastrophic consequences" than the basic stab trim system or autopilot control on a 737-200 in 1967. Any of those systems can malfunction and the results of an IMPROPERLY handled malfunction would be the same. Boeing's not going to add "If the failure is determined to be MCAS, then blah, blah, blah........ to the Runaway Stabilizer procedures because it doesn't matter. The symptoms and solution of some kind of MCAS failure are basically the same as any other stab related malfunction. A pilot wouldn't need to know why his aircraft was pitching down uncommanded - just that it is and there are long established, proven procedures that he's supposed to follow.

Yes, and after you stated that "fact", you connected that fact to the crash which you have been implying and even outright saying was caused by MCAS.
I think you need to look up the word "indictment" because you seem to be making my use of it much more than it means in this case.
All I'm saying is that multiple write ups on a trim system over multiple flights followed by what appears to be a trim related crash looks a lot worse for that airline's maintenance practices than the aircraft manufacturer.