Originally Posted by
gums
Salute!
Outstanding question by Chris...
The problem is not using two sensors. The problem is not simply using one sensor, but alternating between the seats in the cockpit, and not telling either of them about the system and how it worked, and then disconnecting the column switches they had used for thousands of hours, and then...... and then.....
I will take a huge bet that if every Max pilot back in 2017 had to read a description of MCAS and potential problems if an AoA vane went south, and /or had a stick shaker going and various caution lights indicating airspeed problems or yada yada, and even best! a MCAS light! Imagine that?. How many crashes?
Good grief!
The pissant cert thing about stick forces is the most tiny problem in this mess. Besides obvious aero problems due to the new motors and their mounting, the crude attempt to meet FAA cert using a crude kludge and possible FAA negligence passing the cert, the failure to tell ME, the guy that has to get 150 folks to Topeka, Kansas is bordering on criminal.
The lawyers of the lost souls are gonna have a field day.
Gums sends....
Gums,
The lawyers for the deceased will get $2M per American passenger, peanuts for others, and mucho moolah for lawyers themselves.
Shareholder lawsuits, customer lawsuits, possible criminal negligence, and the MAX not flying for another year or two, now that’s a different story.
I think that for the Max to get certified again it will take either a miracle or a clear act of political policy, and from this point on the FAA will have to give clear written assurances that they will waive any right to contest ANY European or Chinese certification in the future. The reason being that something about the 737 needing MCAS is clearly not kosher, the native aerodynamics escaped scrutiny the first time round and can’t pass the regs that apply to civilian airliners, so certifying the Max with this envelope protection system will infringe on regulations, and that will be known to all in the business.
Edmund