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Boeing's MCAS on the 737 MAX may not have been needed at all
This postscript to the most severe safety crisis in Boeing's history outlines the moments, milestones, and catastrophic missteps that lead to MCAS's fateful implementation. Yet the saga of MCAS lives on with one haunting realization: according to FAA Administrator Steve Dickson, in a sentiment shared by many European regulators, the system may not have been necessary at all. (theaircurrent.com) Más...Sort type: [Top] [Newest]
Good! Take it out please! And if you’re at it, Boeing, take that most annoying Speed trim system on the NG series out as well please. I Don’t need any help when flying manual; you can have the trim when in autopilot, when it’s off, it’s mine thank you very much.
I've never really understood the speed trim function's purpose. I'm accelerating to clean up after takeoff, and it wants to trim nose up? Dafuq?
No kidding! Dumbest system ever. Here’s a hint Boeing, if you need a handling reference, use the 727! Nicest flying transport jet ever built.
Hi; would you explain this for us vicarious-only pilots?
As I got to the end of the article, something popped out at me. FAA Administrator Steve Dickson wondered why Boeing didn't simply ask the FAA for a waiver similar to the situation between the flight characteristics between the 757 and 767. The article said that with those two planes, one handles like an "overpowered hotrod" and the other handles like a "whale". My thought was that Boeing would first have to spell out in detail the handling differences between the 737 NG and the MAX with the result being the possible denial of the waiver. Boeing never wanted to take that chance, and decided to move forward with the secretive MCAS.
Then, the FAA weighed in after the article's publication and stated that the handling characteristics of the non-MCAS MAX would not have been compliant.
My question is this: Is the handling difference between the 737 NG and the MCAS disabled 373 MAX more pronounced than the handling characteristic differences between the 757 and 767? Is the FAA throwing a bone to Boeing's investors by saying that the MCAS wasn't a waste of time?
Then, the FAA weighed in after the article's publication and stated that the handling characteristics of the non-MCAS MAX would not have been compliant.
My question is this: Is the handling difference between the 737 NG and the MCAS disabled 373 MAX more pronounced than the handling characteristic differences between the 757 and 767? Is the FAA throwing a bone to Boeing's investors by saying that the MCAS wasn't a waste of time?
Observations:
1. Marketing can kill
2. MBA's can kill
3. Customer demands can kill
4. Boeing should have invested in a new design much earlier rather than hording money and trying to cut corners playing catchup.
1. Marketing can kill
2. MBA's can kill
3. Customer demands can kill
4. Boeing should have invested in a new design much earlier rather than hording money and trying to cut corners playing catchup.