A key modification to limiting stabilizer commands is a revision that allows only one trim application for each new trigger of the MCAS system. Under the original design, the MCAS trims the aircraft nose down by moving the horizontal stabilizer up at 0.27 deg./sec. for 9.2 sec., stops for 5 sec., then trims nose down again for 9.2 sec., and continues to do so until the trim reaches the stabilizer travel limit or the crew intervenes. Boeing says that, as before, the crew will retain the capability to override the flight control law using either electric or manual trim, or by following the existing runaway stabilizer procedure and using the cutout switches as reinforced in the Operations Manual Bulletin issued on Nov. 6, 2018.
The enhanced software was demonstrated for the FAA on March 12, the day after the Civil Aviation Administration of China announced the first in a wave of 737 MAX groundings around the world; the FAA followed suit on March 13. Aviation Week was told that the software upgrade certification load, dubbed P12.1, was flown on the first 737-7 developmental aircraft, 1E001.
The greater part of the 1-hr. 20-min. test flight was flown at medium altitude between 13,500 and 17,350 ft. in a racetrack pattern over southwest Washington state. According to data from the flight-tracking website Flightradar24, the crew performed a series of high AOA maneuvers to validate the performance of the revised MCAS. These included at least six conducted during initial ascent, followed by descents from 17,000 to around 14,250 ft., during which speed dropped from more than 330 kt. to less than 180 kt.
The aircraft was then flown to 17,350 ft. and 265 kt. before pitching steeply nose down and recovering at around 15,900 ft. and 295 kt. The maneuver was repeated at a slower speed, before a further test point was conducted during which the 737 descended steeply from around 15,550 ft. to 13,500 while speed increased from 180 kt. to almost 270 kt. Two further steep descents and recoveries were then performed before the aircraft leveled off and returned to Seattle for landing.
Those were great test flights at higher altitudes. I read into the figures some steep descents of maybe 2000 ft even when the pilots presumably knew what to expect. I wonder if Boeing test pilots would like to do a test flight at about 1000ft or even 3000ft above ground (like ET302 or JT610 accidents) in the jump seat while some line pilots, who have not been told what the exercise is, are in the hot seats? Or is the new MCAS disabled until more than say 5000ft above ground? Also for what parameters will the repetitive trimming be restricted. And what will the authority limits of the trim units be and whether different at different speeds and altitudes. If MCAS disables itself for erroneous sensor input, if its moved trim then will it re-trim to a "neutral" or expect the pilots to break out the handles on the trim wheels?
It will be interesting to see the full details of the new MCAS.