Diadem wrote: ↑Wed Mar 13, 2019 9:18 pm
ETOPS certification has to do with failure rate, and as far as I'm aware there hasn't been an unusual number of engine failures on the Max. Any issue with MCAS would be just as prevalent in short-haul flights as long-haul, and I fail to see how issues with lift at high AoAs would affect aircraft spending long periods of time in cruise.
The issue is a faulty AOA sensor activating MCAS and driving the stabilser to full nose down. Re-trimming causes MCAS to once again drive the stabilser to full nose down. Lionair FDR data clearly shows this.
Moving the control column opposite to the direction of stabilser trim will not disable MCAS.
Unclear if any Simulators have MCAS built in (I doubt it since Boeing didn't feel the need to tell Pilots about this system).
A full nose down stabiliser cannot be overridden with elevator inputs as shown in several previous 737 crashes (737 Classic and NG).
I've only flown the 737 Classic - my understanding of MCAS comes from what I have been reading.
It appears that there are similarities between the Lionair and Ethiopian crash.
That warrants a grounding imho. Good to see individual Airlines and countries taking the initiative.
As for the 787 battery issues - building a steel box around them with a pipe going overboard isn't a solution imho.
The FAA has a lot to answer for as does Boeing imho. Corrupt Crony Capitalism at its worst.