Originally Posted by
Vessbot
Thanks, but my aim wasn't to explain the system. I think that part has been thrashed out thoroughly enough in this thread by now. It was a reaction to your characterization of it as "work[ing] continuously against the pilot," unlike other aircraft. I mean, I don't see the difference between this, and any other transport airplane that meets the stick force per knot requirement naturally without add-on systems. Do you see those as working against the pilot? Maybe your argument is that the 1 pound per 6 knots requirement is too heavy, and it should be, for example, 1 pound per 8 knots (and I might even agree with you!) but that's a different argument entirely... and it would, again, apply the same to any transport airplane.
I’ve been fly the MAX for 16 months now and it’s a delightful bit of kit and in general more stable than the NG to fly manually, of course news of this stall system was news to me and there is nothing in the Boeing FCTM or FCOM that mentions it, soon to change no doubt....
The interface between the auto throttle logic and speed seems more balanced with less of the RoC change that one sees on the NG where one minute the RoC will melt away to zero and the next ( normally with a 1000’ to go) is back up at 1500fpm
Due to the approach speeds the aircraft is cat D and you notice that it eats up runway unless you are spot on speed and aggressive with auto brakes, anything under 2500m LDA my default is AB3 wet or dry, I predict that there will be overuns this coming winter season.