Originally Posted by
LowObservable
However, the question is whether training was remotely adequate to address the AND authority of MCAS, which demanded an unusual amount of ANU trim in the teeth of stick-shake, AoA warnings and UAS advisory. Anyone is free to correct me, but it seems as if an unusual amount of thumb-switch ANU would be needed.
This is one thing that has confused me in both accidents - not using the manual trim switches to return the aircraft to a fully trimmed condition. Even in a private pilot training syllabus, this is taught and demonstrated as part of the very first introductory flight lesson, and it is not a particularly difficult concept to grasp (but mastering it takes time...) Over time recognizing when you will need to trim, and how much trim is needed to adjust the control pressure, just becomes instinctual.
Can any of our resident 737 pilots comment on use of manual electric trim and control pressures in that aircraft? Is the process similar to on a light aircraft, where you trim until you are satisfied that the aircraft can be controlled with only light fingertip pressure? How does an active stickshaker affect your ability to perceive control pressure?