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The EASA document said that after flight testing, the FAA’s Transport Airplane Directorate, which oversees design approvals and modifications, was concerned about whether the 737 MAX system complied with regulations because the thumb switches could not control trim on their own in all conditions. FAA declined to comment on the European document. A trim-related “equivalent level of safety” (ELOS) memorandum listed in its 737 MAX certification document is not available on the FAA website. The agency declined to provide it to Reuters lion cufflinks.

The night before the Lion Air crash, different pilots on the same plane faced a similar problem with MCAS and tried to use electric trim to counteract it, according to the preliminary report from Indonesian investigators lion cufflinks. After the third time MCAS forced the nose down, the first officer commented that the control column was “too heavy to hold back” to counter the automated movements, the preliminary report said. Former FAA accident investigator Mike Daniel said that to prevent stalls, the control column was designed to require more force for a pilot to pull back than to push forward..

Boeing on Wednesday said software changes to MCAS would provide additional layers of protection, including making it impossible for the system to keep the flight crew from counteracting it lion cufflinks. On the 737 MAX, Boeing removed the “yoke jerk” function that enabled pilots to disable the automated trim system with a hard pull on the control column rather than hitting two cut-out switches on the center console. In a blog post on his personal website, former Boeing engineer Peter Lemme said that could make things harder for a pilot in a crisis..

“In the scenario where the stabilizer is running away nose down, the pilot may only fixate on pulling the column back in response,” he said lion cufflinks. “They may not be mentally capable to trim back or cutout the trim – instead they just keep pulling.”. Ultimately the crew the evening before the Lion Air crash stopped the automated nose-down movement with the cut-out switches and used the wheel to control trim for the remainder of the flight, the preliminary report said. That was the proper procedure to deal with a runaway stabilizer, according to Boeing..

However, current and former pilots told Reuters that the way the trim wheel and other controls behaved in practice compared with in training may have confused the Lion Air crews, who were also dealing with warnings about unreliable airspeed and altitude. “MCAS activation produces conditions similar to a runaway trim, but the training is not done with a stick shaker active and multiple other failures, which make the diagnosis much more difficult,” said John Cox, an aviation safety consultant and former commercial pilot lion cufflinks. The stick shaker alerts pilots to a potential stall by vibrating the control column..