Originally Posted by
Outofthefray
Seems like the Boeing event went down well with this reporter – see the “conclusion” below.
Translation from French by Google is unmodified here....
“Conclusion of these two days
If we consider that all the information provided to us is reliable (I dare not imagine that Boeing can try to lie hide anything), then I think we were convinced. The aircraft is ultimately not unstable and the presence of the MCAS desirable. The initial error is repaired and the pilots present, first concerned,confirmed their confidence in the plane and their willingness to take back orders at the earliest (I made an interview with the president of a Chinese pilots association , I am waiting for the validation of my images in the simulator to share them at the same time).”
So the bird is not unstable. I would suppose that and have always thought that. Why is MCAS “desirable”? If the bird became light in pitch in a steep turn that wouldn’t bother me. What envelope would make me decide a trim down to increase my pitch force up input would be desirable? And once I put the bird in trim in that envelope, offsetting MCAS, what am I in danger from? And what will any abnormal procedure that kills electric trim advise the crew what to do/not do because that now have the the “desirable” MCAS” is dissabled. Can somebody give me a rational explanation why they can’t just turn MCAS off? The FAS doesn’t require a new type rating between the 757 and 767 and various 737 pre 800 birds. But pilots will tell you they don’t handle the same especially in landing. It is a minor issue. To tell the truth, we now might need separate type ratings to fly a lightweight version of the bird we are current on vs the heavy version of it, whichever airplane that might be