Originally Posted by
Grebe
from this SLF- a.00002 bit of logic
Even without an AOA no compare light- on the NG would as I understand it have only a WTF effect and with maybe a slight bobble nothing much else
But with MCAS - again in my opinion- with that light added to the normal events with fubar AOA- and not knowing of HAL - the results would not have changed. One could argue a change in probability - but the smoking hole would be the same.
Obviously- there is a bit more than just MCAS and disagree ight- overloaded computer- and the 3 second superman response plus the inop manual trim need to be accomodated
BaL, Takwis, Grebe; the direction you are heading is towards the light.
Good.
The benefit that retrofitting the warning is going to provide is basically negligible, and an argument could be made that it is just another annunciation adding to the mass of information that the poor dumb schmuck driver has to cope with. Without the knowledge of what the system is, and what it can do if it goes feral, then there is no gain from that alone. For future operations, given the full knowledge of the potential failure mode and effects that may arise, then the annunciation may be of benefit post hoc, for writing up the defect in the tech log.
The crews didn't need an annunciator to stay alive, they needed a competent fault analysis and the knowledge that would have given, or at least the information that the system has been fitted to the aircraft, and had authority in various conditions. Leaving the crew in the dark was unconscionable, and the regulator/OEM/Senate blaming the recently departed for that gross failure of oversight is about on par with what we have come to expect from Ft Fumble.
Keep pushing towards the light, there are other crews out there that may benefit, Washington and Chicago, not so much.