Originally Posted by
FCeng84
1. First thing is pull the column to put in the between 5 to 8 degrees of airplane nose up elevator needed to offset the MCAS stabilizer increment.
2. Use manual pitch trim to re-establish trim to the point of not needing to hold column.
3. If stabilizer runs airplane nose down again, recognize it as inappropriate and arrest by using manual pitch trim to stop MCAS stabilizer motion and move stabilizer back to trimmed position. (No need to sit idly by and watch 10 seconds of stabilizer motion taking you away from trim go in when you have determined that is not appropriate.)
4. Call for PNF to toggle stabilizer cutout switches and discuss managing pitch trim via manual trim wheel for the balance of this flight.
5. Make sure that this event is squawked in a manner that assures:
- The source of the errant stabilizer motion is identified and corrected prior to the next flight
- The next crew to fly this bird knows full well what was encountered on this flight and what was done to work around it.
To play devil's advocate.
So on any occasion on climb after TO and this was to occur, this would be your modus operandi? Stick shaker or not? Low or erroneous ASI reading or not? Just pull against MCAS and tell PNF to start flicking switches? I know where you're coming from, but, unfortunately it's just not always as simple as the way you're portraying. At 1000ft you dont have much room to play with in the first place, which in itself adds pressure. Again, confirmation bias, people had commented earlier that "look out the window, you'll know if you're close to stall". Say for example this captain who had 8,000 hours of instruments reading correctly, the one time he gets put in a scary position he's meant to look out the window and say to his 200 hour FO "plane is wrong, at 1,000ft I can tell our speed is good". No, his confirmation bias will be, "we're about to stall, the readings must be right, what the f***??".