Boeing's approach
Posted: Sat Feb 08, 2025 7:10 am
Unlike Airbus, Boeing designs its aircraft so that the pilot has maximum control over the flight, but still receives direct feedback from the ESC, for example by vibrating or shaking the control column before a dive. The pilot can then override these warnings. Control columns have been installed in Boeing airliners since the days when flight controls were entirely mechanical or hydraulic and some maneuvers required physical effort.
However, the Boeing 737 Max series of aircraft has onboard systems that are not designed to be controlled manually. For example, the flaps of this aircraft are automatically retracted/extended by the new ECS, and this happens at most stages of the flight. Another ECS system that is independent of the pilot's actions is MCAS (Maneuvering Characteristics Augmentation System), which adjusts the position of the horizontal stabilizer of the aircraft to prevent a stall. This occurs when the angle of egypt mobile database of the aircraft is such that the wings lose lift. A stall can be prevented by reducing the angle of attack, i.e. the nose of the aircraft should bank - this can be achieved by moving the control column to the "forward" position.
If MCAS detects signs of a stall on the 737 Max or other flight parameters, it automatically moves the control stick to the correct position. Boeing chose MCAS for the 737 Max because of the design of the engines under the wings.
When software works against the pilot's will
The preliminary investigation report into the Lion Air crash mentioned that the pilots encountered differences in airspeed readings from different sensors. This led to a situation where MCAS intervened in the plane's controls, trying to save it from losing speed and stalling. The system is only active when the autopilot is off and the flaps are retracted. In the event of an emergency, MCAS activates the horizontal stabilizer and slowly raises the nose of the plane to allow it to gain speed and altitude.
However, the Boeing 737 Max series of aircraft has onboard systems that are not designed to be controlled manually. For example, the flaps of this aircraft are automatically retracted/extended by the new ECS, and this happens at most stages of the flight. Another ECS system that is independent of the pilot's actions is MCAS (Maneuvering Characteristics Augmentation System), which adjusts the position of the horizontal stabilizer of the aircraft to prevent a stall. This occurs when the angle of egypt mobile database of the aircraft is such that the wings lose lift. A stall can be prevented by reducing the angle of attack, i.e. the nose of the aircraft should bank - this can be achieved by moving the control column to the "forward" position.
If MCAS detects signs of a stall on the 737 Max or other flight parameters, it automatically moves the control stick to the correct position. Boeing chose MCAS for the 737 Max because of the design of the engines under the wings.
When software works against the pilot's will
The preliminary investigation report into the Lion Air crash mentioned that the pilots encountered differences in airspeed readings from different sensors. This led to a situation where MCAS intervened in the plane's controls, trying to save it from losing speed and stalling. The system is only active when the autopilot is off and the flaps are retracted. In the event of an emergency, MCAS activates the horizontal stabilizer and slowly raises the nose of the plane to allow it to gain speed and altitude.