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Investigators find new clues pointing to potential cause of 737 MAX crashes as FAA details Boeing’s fix
Investigators find new clue in wreckage of Ethiopian Airlines flight as Boeing continues production of its 737 MAX and works on software patch to get planes back in the air. (www.seattletimes.com) More...
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If these engines are positioned so far forward and cause such a huge pitch upwards at I’m guessing full rated thrust, why did the crew not reduce power? If they did I missed it somewhere. Also still no answer as to wind shear or CFIT recovery technique in this aircraft since I assume you can’t raise the nose attitude at full power while flying the aicraft in and out of stick shaker?
Hey Highflyer, my guess as to why power was not reduced was confusion. As you well know, If a plane is level in hands off trim and power is reduced, the nose goes down. Here the nose was already trying to go down and the thought may have been don't make it worse. With a malfunctioning MCAS in the equation, reducing power may or may not have worked. Certainly disarming MCAS and manual trim would have, but the crew may have just been overwhelmed. It's similar to the pilots that get off the ground with reversed ailerons or the 737 crews that had rudder reversal. No matter how good the pilot, you may just not have enough time to figure it out before things are too far gone.
Your question on wind shear and CFIT is a good one. Possibly EGPWS disables MCAS? Probably not. These crews had to be getting EGPWS warnings also.
Your question on wind shear and CFIT is a good one. Possibly EGPWS disables MCAS? Probably not. These crews had to be getting EGPWS warnings also.
The sad part of this exercise is that we only learn from our errors after a great loss of life from "stirling" technology that fails our wisdom. My thoughts go out to the surviving families.
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When the fox is put in charge of the chicken coup, is it the fox or who put him in charge at fault for missing chickens?
How?...firing squads at dawn?
1. MCAS was put on the MAX without enough information about its operation given to pilots and operators.
2. MCAS is not the direct culprit, a failure that triggers the MCAS system is the culprit.
3. Flight crews dependent on automation who rarely hand fly aircraft and lack basic flight and system knowledge (training) are most susceptible this and other system failures.