Вызывает много вопросов нырок, почему не видно попыток вытянуть. А вероятно потому, что при работе mcas разнонаправленное со стабом движение штурвала не останавливает стаб. В директиве FAA написано - Do the existing AFM Runaway Stabilizer procedure above,
ensuring that the STAB TRIM CUTOUT switches are set to CUTOUT and stay in the CUTOUT position for the remainder of the flight. Выполнить процедуру, убедясь, что fcc отключен от управления стабом. Собственно, реакция пилотов:
The pilots’ union for American Airlines, which also flies the Max 8, said Tuesday that the emergency system in question had not been included by Boeing in the standard operating manual. In addition, the flight checklist — which contains information for manually
overriding the emergency system — was incorrect, the union said. “We’ve just been informed that there’s an entire new system on the Max,” said Capt. Dennis Tajer, spokesman for the Allied Pilots Association, the union for pilots at American Airlines, and a 737 pilot. He said he was referring to what is known on the new version of the plane as the M.C.A.S., or maneuver characteristics augmentation system. The previous system, and the one in the standard manual, goes by a different shorthand, E.F.S., for elevator feel shift.
А пилоты предпоследнего рейса проблему распознали и "импровизировали".
On the plane’s next-to-last flight, the crew received errant measurements of the plane’s angle of attack, a data point used to help understand how sharply a plane is ascending or descending, Indonesian investigators said. Mr. Soerjanto said on Tuesday that the pilot of that flight reacted quickly to the data discrepancy and
switched off the tail trim mechanism that might have caused the plane to nose-dive. “The pilot thought about it and improvised, though it was not in the manual,” Mr. Soerjanto said. “And it worked.”
Источник:
https://www.nytimes.com/2018/11/13/world/asia/boeing-737-indonesia-crash.html