I hope that Boeing will be forced to give a reponse in this court case as to why they felt that MCAS system on the MAX needed to be given the authority to override the pilot.
The 737NG had column cutout* switches to ensure that it there could be no nose down trip from either the pickle switches or the automated systems if the pilot had the column pulled back.
Also on the 737NG, the pilots had options either to disable just trim inputs from the automation or all trip inputs but this was taken away on the MAX.
If either of these two safety mechanisms had been left in place, the outcomes of the two accidents may have been different.
If Boeing were so interested in minimizing changes (pilot training) between the NG and the MAX, what were the underlying engineering/aerodynamic drivers that made them feel that MCAS needed to have the power to overrule those safetys.
Last edited by soarbum; 29th Jan 2023 at 22:34.
Reason: * I initially called the column cutout switches by the wrong name