If I read the article correctly one of the points raised during the MCAS investigation was if the aircraft had been equipped with the older cutout switches, the crew after switching off both switches could have re-enabled the electric one only to recover electric yoke trim control but still prevent MCAS from activating as it ran off the AP side. But because both did the same thing on the Max they didn’t have that option and had to try to trim manually
indeed in the ng one can retain the electric trim function and inhibit only the automatic trimming; pickle switches would still work. That i think was one of the main reasons for having 2 kinds of cutout and why that was changed in the max to 2 identical complete cutouts i cannot understand. Both accident flights might have had a chance of saving the aircraft had they had electric trim; trimming only via the mechanic trimwheel can pose too much force at high airspeeds (and in the 2nd crash the FO experienced exactly that - he could not trim mechanically, and that may be one of the reasons he switched trim cutouts on for a short time - which sadly was a fatal thing to do, as mcas then hit again). Why boeing did not revert to the old design after the accidents to allow trim input cutout but retain electric trim via the pickle switch remains a mystersy to me.
I think Lockheed had a similar system to the Landing Attitude Modifier in the L1011 called Direct Lift Control (DLC). I was always amazed with Tristar’s AOA on approach. Thank you for the terrific info regarding The MAX!
Despite the fact that you haven't had a whole lot of time on the MAX, you are still rated and pretty knowledgeable on the MAX systems. iFly would've done well to bring you on as a consultant/beta tester. Not sure if "study-level" is their intent with this mod, but even so you'd be a great resource.
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If I read the article correctly one of the points raised during the MCAS investigation was if the aircraft had been equipped with the older cutout switches, the crew after switching off both switches could have re-enabled the electric one only to recover electric yoke trim control but still prevent MCAS from activating as it ran off the AP side. But because both did the same thing on the Max they didn’t have that option and had to try to trim manually
indeed in the ng one can retain the electric trim function and inhibit only the automatic trimming; pickle switches would still work. That i think was one of the main reasons for having 2 kinds of cutout and why that was changed in the max to 2 identical complete cutouts i cannot understand. Both accident flights might have had a chance of saving the aircraft had they had electric trim; trimming only via the mechanic trimwheel can pose too much force at high airspeeds (and in the 2nd crash the FO experienced exactly that - he could not trim mechanically, and that may be one of the reasons he switched trim cutouts on for a short time - which sadly was a fatal thing to do, as mcas then hit again). Why boeing did not revert to the old design after the accidents to allow trim input cutout but retain electric trim via the pickle switch remains a mystersy to me.
I think Lockheed had a similar system to the Landing Attitude Modifier in the L1011 called Direct Lift Control (DLC). I was always amazed with Tristar’s AOA on approach. Thank you for the terrific info regarding The MAX!
Does the speed brake not auto retract during TOGA thrust?
Despite the fact that you haven't had a whole lot of time on the MAX, you are still rated and pretty knowledgeable on the MAX systems. iFly would've done well to bring you on as a consultant/beta tester. Not sure if "study-level" is their intent with this mod, but even so you'd be a great resource.