FCeng84, re #2597
thanks for the comprehensive explanation. “… worse case scenario.”
However, does the analysis consider the dynamic nature of events. Nose down trim, without inadequate piloting compensation (10 sec down, only 5 sec back), could result in the aircraft descending with corresponding speed increase.
Additional speed would add to the high mis-trimmed stick force - feel unit.
Thus the next erroneous MCAS cycle starts with a higher nose down stick-force, repeatedly increasing in a non-liner manner.
A separate point, is any additional nose down stick force generated by the feel unit because the stall condition has been sensed?