Originally Posted by
Grebe
Wonder how MCAS-1(origonal ) versus MCAS-2(current? ) would handle an AOA sensor getting locked-blocked in the 25 degree nose UP position ? meaning must push on column to correct or try to correct .
How long to recognize, what altitude change ? and how many negative g - whoopeee !
The ANU case is less demanding but still requires handling that is not part of the normal training of the flight crew by the airlines, it may be part of advanced training gained in military training. For the ANU case, rolling the aircraft into a turn will allow control of airspeed while sorting out the underlying control problem.
[Tin Hats: Long time back, a Folland Gnat doing a flight along the waterfront of Bournemouth UK had a stabilator jack failure to full nose up, which put the plane into an uncontrolled climb, the IP took over and rolled the aircraft to control airspeed and ended up in a sustained high g turn (well, high for the Gnat) After catching their breath and making many turns, in spite of the additional response time, they determined that there was no corrective action available, and planned an ejection out over beach while heading south over the water. As the handle was pulled on the seat the IP realised he had brought his feet back towards the seat, taking his thighs off the seat pan, and the seat fired in that position, snapping both femurs. The student had a clean ejection, the IP landed on two broken legs, and then got dragged along the beach in the wind until the seaside visitors grabbed his legs. He thought he was taller after the event from the traction.]