Lots of people getting upset at experienced B737 drivers being “ judgmental” and assuming they would have done better.
Well, back to basics.
- Stick shaker on rotation. Do NOT engage the autopilot.
- Commence Airspeed Unreliable Checklist.
Yes you DO reduce thrust to 80% and maintain 10 degrees nose up.
The procedure is specifically designed to keep you flying at a safe speed and rate of climb. Just do it.
Disconnect the auto throttle as per the checklist.
-Fly the aircraft
-DO NOT maintain straight and level with autopilot and autothrottle engaged and allow aircraft to continue to accelerate to VNE while failing to ensure terrain clearance.
-Uncommanded Trim? Complete Runaway Stabilizer checklist as per training and specific Boeing recommendation in AD briefing we have all read ,and presumably understood ,as a result of previous accident.
-DO NOT allow airspeed and trim status to runaway to the extent that recovery becomes difficult or impossible.
Anything so far beyond the wit of a well trained Pilot?
Am I a Boeing troll? No, just an experienced B737 Pilot who still cant understand how you can get an aircraft so out of shape.
What do you think we get paid for?
George Glass
All good but...what you're saying is that in the case of the Birgenair crash,The Captain should have set 80% N1 and 10 degrees instead of......simply handing control to the FO whose ASI was totally functional?
IAS DISAGREE is not UAS.
We dont wish to criticize dead men.We all now know MCAS design was erroneous but that doesnt excuse a pilot from flying the plane does it now?
Some have said that establishing that the stick shaker activation was spurious was not possible and that the crew should have flown the UAS procedure.
This is not correct.
Flaps were set,takeoff power was confirmed,pitch attitude consistent with takeoff(a stable flight regime),no windshear warning,stick shaker active on Captains side only,disagree warnings are seen,FO's ASI agrees with ISFD....all point to a faulty sensor and not a real stall warning.
Its not wrong or dangerous for the Captain to retain control,set 80% N1 and fly 10 degrees but why?Why would you do that ?
In reflection,these 2 accidents are more about airmanship and crew composition than MCAS.
MCAS is stealing the headlines but actually an experienced FO would immediately say "I have control",just as the Birgenair FO should have done 23 years ago.
Rananim sends....for the last time