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The Ethiopian Airlines statement suggested the crew left the throttles at take-off power because they intended to continue to climb and were hampered by the nose-down commands of MCAS. By the end, the aircraft was traveling at 500 knots (575 mph, 926 kph), far beyond the Boeing jet’s operating limits crystal cufflinks. The Ethiopian Airlines statement said “no excess speed was noted at the initial phases of the flight.”. The aircraft’s gathering speed and its downward “trim” when MCAS switched on for the last time may have contributed to a situation in which the pilots were unable to fight flawed Boeing software that eventually sent the jet into an uncontrollable dive, the four experts said after studying the data..
Trim is a manual or automatic setting that helps to keep the plane on a desired up or down trajectory by making it harder for pilots to pull the other way. The Ethiopian Airlines crash, and another in Indonesia five months earlier, have left the world’s largest planemaker in crisis as its top-selling jetliner is grounded worldwide, and Ethiopia scrambling to protect one of Africa’s most successful companies. All 737 MAX aircraft have been grounded and Boeing is working on an MCAS software fix and extra training that it says will prevent a repeat of such accidents crystal cufflinks.
CEO Dennis Muilenburg said on Friday the two accidents were caused by a chain of events, “with a common chain link being erroneous activation of the aircraft’s MCAS function.” Sources who reviewed the crash data said the problems started barely 12 seconds after take-off. A sudden spike in black box data was consistent with a bird or other debris hitting the plane as it was taking off, shearing away a vital airflow sensor, said the four experts and two U.S. officials briefed on the data crystal cufflinks.
Ethiopian Airlines on Sunday called that scenario “completely speculative”. Chief investigator Amdye Ayalew Fanta said on Thursday there was no indication of such damage. Boeing said it would not comment on ongoing investigations. As with the Lion Air crash in Indonesia, faulty data from the ‘angle of attack’ sensor, which measures how the wing is cutting through the air, may have set off a volatile chain of events. In both cases, the faulty sensor tricked the plane’s computer into thinking the aircraft was about to stall, or lose lift. The anti-stall MCAS software then pushed the nose down forcefully by intervening in the aircraft’s trim system crystal cufflinks.
The first time the MCAS software kicked in, flight data shows the Ethiopian Airlines pilots reacted quickly by flicking switches under their thumbs – they had recognized the movements as the same type flight crews had been warned about after the Lion Air crash. But data shows they were not able to fully counteract the computer’s movements. At that point, they were a mere 3,000 feet above the airport, so low that a new warning – a computerized voice saying “don’t sink” – sounded in the cabin crystal cufflinks.