Originally Posted by
Tomaski
. They also highlight that assumptions made during the MAX’s certification, such as that pilots would quickly diagnose an MCAS malfunction as a common runaway stabilizer problem and react accordingly, were wrong.
In other words, a MCAS failure was being deliberately obscured as a trim runaway - when it was not. A trim runaway does not start and stop. A trim runaway is not triggered by a single faulty AofA vane. There are extra layers of fault activation and recognition here, that were never present on the Classic or NG.
I still wonder what level of management knew about the MCAS system, and who signed it off as airworthy. A single channel activation of a critical flight control system, in the 21st century? Really?
Silver