The length of this thread and its previous makes it difficult to refer to specifics and what the past and current semi- technical discussions have been- since most of the current questions have long since been addressed- discussed- ad naseasum
So I'm going to post a few links to different blogs- which if 0ne takes the time to read and figure out how to go to previous and following on the site(s) listed will at least provide mostly rational discussion.
[QUOTE]
https://www.satcom.guru/2019/10/flaw...-disaster.html
https://leehamnews.com/2019/11/29/bj...-crash-part-5/
https://www.moonofalabama.org/2019/0...g-737-ngs.html
B737 Max threads
And from a long ago post somewhere in prune news and rumours one can find the below
From ??? in pprune rumours
Regarding the trim wheels: When the NG was being introduced, I happened to be the Lead Engineer in charge of them and a whole lot of other stuff. There were some issues. The new display system created a pinch point between the dash and the wheel. We had to make the wheel smaller. And the new trim motor resulted in the wheel, which is directly connected to the stabilizer by a long cable, springing back when electric trim was used. It was an undamped mass on the end of a spring. We had to add a damper.
Result: Depending on the flight conditions, the force to manually trim can be extremely high. We set up a test rig and a very fit female pilot could barely move it.
As I said, I'm glad I'm no longer there."
And re stick force found
https://www.satcom.guru/2019/03/taki...aiting-on.html
........ This aspect is essential in ensuring the pilot does not have to push the yoke to stop the plane from pitching up, which violates positive stick force per g as required in 25.255....
... stick force per g must be positive . ..