Old 13th Mar 2019, 13:00
  #146 (permalink)  
Join Date: Feb 2005
Location: USA
Posts: 2,301
Originally Posted by Jet Jockey A4 View Post
Found this on another forum and I donít know how accurate the info is...

You do realize the MAX8 was to be given a different type rating but MCAS was the solution to allow Boeing and the carriers to get around that so no new type rating was required for their pilots. Only a couple hours training on the new systems.

The MAX8 flew significantly enough different it was going to be a different type until MCAS was added to make it behave the same. This saved a ton of training and certification costs.

The problem is when in a problem situation and MCAS is disabled the pilots are for all intents and purposes now flying a type they have not been trained on.

If you don't believe me just open your eyes... Many many many pilots are reporting these issues. The FAA anonymous reporting system is full of such complaints.

This was a boondoggle from Boeings and the FAA's side.
It isn't true. The MCAS system exists simply to aid with nose down trim in high angle of attack, close to a stall recovery because the new MAX has a greater pitch up tendency when pilots apply maximum thrust (in the recovery from a near stall) and regulators saw pilots sometimes didn't add enough forward control force when faced with an unexpected pitch up in those critical situations. The MCAS system likely will never be seen operating by a 737 MAX pilot in their entire aviation career so it isn't like it is making the plane fly the same on a daily basis for type rating purposes or something.
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