Heard this a.m. that they recovered the jack screw from the horizontal tail and it was trimmed to pitch the nose down.
I don't agree with Grant that it is reasonable for pilots to know everything about their jet. In my experience, commercial pilots know the least, military pilots know nearly everything in the flight manual, and test pilots know a great deal more. But nobody really knows everything in the software. I recall an incident about 30 years ago where an F-16 began an uncommanded pitch oscillation (about +3g to -1g) for 10-20 secs that began during aggressive maneuvering. This oscillation stopped as suddenly and mysteriously as it began. That F-16 had a quad redundant digital flight control system and sensors and no faults were indicated. That means that all computers agreed on every calculation and the air data sensors agreed on every measurement throughout the anomaly. As far as I know, the cause was never found. I don't condemn all digital flight controls. I have seen F-16s land safely with entire control surfaces (rudder, aileron, one slab) gone. But risk tolerance in an ejection-seat jet can be a lot higher than a commercial airliner. Scott > -----Original Message----- > From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of Andrew > Strasfogel via Mercedes > Sent: Wednesday, March 13, 2019 11:51 AM > To: Mercedes Discussion List <mercedes@okiebenz.com> > Cc: Andrew Strasfogel <astrasfo...@gmail.com> > Subject: Re: [MBZ] OT Boeing 737 Max 8 info > > Big nagging question in my mind - how do they replicate the failure when > testing? > _______________________________________ http://www.okiebenz.com To search list archives http://www.okiebenz.com/archive/ To Unsubscribe or change delivery options go to: http://mail.okiebenz.com/mailman/listinfo/mercedes_okiebenz.com
