Originally Posted by
slacktide
Not only is turning the stab trim cutout switches back on NOT a part of the documented and approved recovery procedure, the FCOM specifically cautions against turning electric stab trim back on after it has been selected off.
"Ensure that the STAB TRIM CUTOUT switches are set to CUTOUT and stay in the CUTOUT position for the remainder of the flight."
It's disingenuous to state that the recovery procedure was followed, when it was only halfway followed, and other basic elements of pilotage were neglected. If they had monitored and controlled the airspeed within limits, and followed the published recovery procedure, they would have been able to manually trim the airplane using the trim wheel.
Regarding my language "monitored and controlled their airspeed." I know someone will pipe up about stick shakers and clackers and cockpit confusion. Yes, the left side airspeed was unreliable, and the left side stick shaker was going off. But the right side airspeed was not unreliable, and the BU airspeed was not unreliable, and the right side stick shaker was not going off. Isn't unreliable airspeed a well documented scenario which is regularly practiced in the simulator, with simultaneous shaker and clacker? Isn't it the second item on the very first page of the QRH? Are the appropriate initial pitch and power settings to be used during unreliable airspeed not memory items?
Couldn't agree more.
Memory Items for Airspeed Unreliable?
Memory Items for Unscheduled Stab trim?
It appears the aircraft was never put back in trim after the initial MCAS input and although an attempt was made with the cutouts the aircraft was out of trim. Turned back on again contrary to advice (accept this is speculation at present) and the system was allowed to trim forward again.
Unfortunately these points will be lost to the majority on here who simply want to flame Boeing.