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737 MAX 8 and 9: Grounded
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<blockquote data-quote="MrFedEx" data-source="post: 3995938" data-attributes="member: 12508"><p>MCAS is AI, and AI went awry in this case. If one is to believe the latest out there, disabling the MCAS actually made the horizontal stabilizer deflection more acute. In other words, each time the pilots switched it off, it came back on and attempted (successfully) to push the nose down further, eventually resulting in an unrecoverable dive. This would explain the porpoising flight profiles of both jets. Nobody except the investigators know if the pilots on either flight used the proper procedure (2 switches flipped off) to disable MCAS, OR if they used the incorrect method used to disconnect "runaway trim" on previous 737 versions by pulling sharply back on the control yoke. Boeing says it's in the flight manual, but many say it isn't. </p><p></p><p>The proposal the FAA signed off on showed a maximum MCAS deflection 4 times <em>lower </em>than the actual capability of the system to avert a "stall" (by diving the plane to increase airspeed) that was falsely detected by the MCAS sensor. They never would have signed off on a system powerful enough to essentially crash the aircraft if it was faulty. MCAS relied on a single sensor, when redundancy for every system is a basic design principle and requirement for commercial aircraft.</p><p></p><p>A grand jury has indicted a so far unnamed designer of the MAX 8, presumably someone who came up with MCAS, so this is getting pretty serious for Boeing, especially since they were claiming the airplane was safe up until the day it was grounded.</p><p></p><p>This grand jury was empaneled after the Lion Air crash, but well before the Ethiopian Airlines crash. According to the article I read, all of the information listed above was available to both the FAA and Boeing well before the second crash.</p><p></p><p>I'm looking forward to finding out the entire truth.</p></blockquote><p></p>
[QUOTE="MrFedEx, post: 3995938, member: 12508"] MCAS is AI, and AI went awry in this case. If one is to believe the latest out there, disabling the MCAS actually made the horizontal stabilizer deflection more acute. In other words, each time the pilots switched it off, it came back on and attempted (successfully) to push the nose down further, eventually resulting in an unrecoverable dive. This would explain the porpoising flight profiles of both jets. Nobody except the investigators know if the pilots on either flight used the proper procedure (2 switches flipped off) to disable MCAS, OR if they used the incorrect method used to disconnect "runaway trim" on previous 737 versions by pulling sharply back on the control yoke. Boeing says it's in the flight manual, but many say it isn't. The proposal the FAA signed off on showed a maximum MCAS deflection 4 times [I]lower [/I]than the actual capability of the system to avert a "stall" (by diving the plane to increase airspeed) that was falsely detected by the MCAS sensor. They never would have signed off on a system powerful enough to essentially crash the aircraft if it was faulty. MCAS relied on a single sensor, when redundancy for every system is a basic design principle and requirement for commercial aircraft. A grand jury has indicted a so far unnamed designer of the MAX 8, presumably someone who came up with MCAS, so this is getting pretty serious for Boeing, especially since they were claiming the airplane was safe up until the day it was grounded. This grand jury was empaneled after the Lion Air crash, but well before the Ethiopian Airlines crash. According to the article I read, all of the information listed above was available to both the FAA and Boeing well before the second crash. I'm looking forward to finding out the entire truth. [/QUOTE]
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