Originally Posted by
Rated De
Precisely.
They were not aware of what ultimately appears to have been the problem. That the regulator allowed the manufacturer decline to tell them and that the airline appears to have wanted the aircraft back in service is scandalous. It is easy with hindsight to point at the stabiliser trim.
Confronted with a cacophony of noise mostly erroneous, aural cautions and warnings and an aircraft doing things that got increasingly harder to correct leaves one with a lot of empathy for the individuals concerned.
Actually, we do not know if the Regulator allowed the manufacturer to tell them. In fact the Brazilian OER for the differences does reference the MCAS. Pages 18, 19 of this report reference MCAS:
http://www.anac.gov.br/assuntos/seto...evoriginal.pdf.
Pages 20, 21 of the FAA FSB report does not reference MCAS:
FSIMS Document Viewer
There are also some differences in the answers to the FLT CHAR effect of the various items in the charts in the two reports. The Brazilian Report included the Boeing Chief Technical Pilot on the team.
So we don't know what info the Indonesian Regulators had in whatever report addressed the differences.
Brazilian Report
FAA Report