Originally Posted by
UnderDuress
Gear Up.
Stick Shaker, no problem as the aircraft is in trim, flaps, etc. are all just fine. A-Thl is still in HOLD.
Aviate and navigate.
Call out "AIRPSEED UNRELIABLE MEMORY ITEMS".
Do the MI's which takes 10-15 sec if you are fast or 159 sec if slow and forget them which is usual here.
10 Deg Pitch 80% N1 and simply fly runway heading climbing slowly with slow increasing IAS.
CP calls for the NNC 10.1 and skip Step 7 for now if you wish as that will take too long to open the page. Just keep the pitch and power set above. No terrain, CB's, windshear, TCAS risk, etc.
PM makes the PAN call, reaches and opens the NNC QRH.
Step 9 leads to 10.
Step 10, leads to Step 11 & the FO has Control.
Step 12 would have not worked or maybe just for a while. When the AP drops, manual flying on a beautiful sunny morning. Easy as VMC, two AC power sources, lots of fuel, flaps and slats and gear that will extend normally and crew well rested.
Step 13 switch from Alt 1 to 2.
Step 14 would have taken painfully long as CP's and FO's usually fumble their way thru there. Eventually open NNC page PI-QRH.10.1 & 10.2 and you are finished in maybe 150 to 300 secs.
All the while with F5 and you want to burn fuel anyways.
After Take Off Checklist.
Now all under control, adivse ATC, swing north or south, prepare for an over weight landing, PA to the Seatbelted Cabin Crew and Pax. Even a visual return is no issue as they all grew up flying locally around Addis but FMC still available for the RNAV 07R.
F40, AB3, Max Reverse and expect maybe a brake cooling issue. That is also hard for many to figure out here the Brake Cooling and since over Max Landing Weight you'd need the QRH again for the landing distance,
NNC finished and you will be on the ground in 10 - 20 mins safe after pressing TOGA.
Just like the sim, but the sim sessions at ET are dramatically different and produce this outcome, plus the commercial pressure GET TO NBO ITIS reared its head for sure.
Notes:
They would have kept F5, MCAS remains dormant and you live for another day.
So it comes down to following the standard published Boeing procedures.
That will be exactly how Boeing's massive legal team will argue it for the next many years of litigation.
BUT NO IT WAS A COMPLETE DIVERSION FROM THE SOP, FOM, FCTM, AND QRH and JEP EMERGENCY PROCEDURES.
So in doing what they did, you enter the realm of being a Test Pilot.
In the sim, would have been a Fail for the actual actions taken on March 5th.
Learn from it my Pilot Friends.
Yes - it's clear that if you get a shaker that you determine to be spurious, by retracting the flaps you allow MCAS to start and thus seriously compound your problems.
However, one thing's not making sense to me - after the electric trim was defeated and they were then unable to retrim manually, they re-enabled the trim motors but after that there were only a couple of short blips of electric trim. You'd have thought that in a plane which is only being prevented from nose diving by a lot of back pressure on the controls, the crew would run nose-up trim continuously until the load came off the controls, not blip it. Is it possible that the electric trim was also unable to retrim the stab with a lot of control load?