Interested wrote:mjoelnir wrote:I think Boeing needs to have a hard look at the whole trim system. Perhaps the combination of old grandfathered design and modern additions went a step to far.
The problem for Boeing will be, that that will lead to more differences between the NG and MAX, resulting in more training needed. Something that seems to be a absolut no way at Boeing Management.
You have to assume that there's no choice but for Boeing to cover the cost and inconvenience of whatever training may be needed. It's obviously better than not being able to produce and deliver these planes any more. It may of course make them less desirable to order in the future and less profitable but there's going to have to be some pain here for Boeing both short and long term. They've messed up it will cost them for sure.
But I still can't help thinking it's like putting an elastoplast on a cancer
The only reason we need MCAS and now extra training is because the initial plane design is unsafe without both or either
I've no doubt if this plane wasn't already certified and so huge an investment and project but was just at the design stage knowing what we know now it wouldn't continue
There surely has to be some doubts about it continuing even as we are?
But if it doesn't then what a huge gap needs filling in the airline industry
That is why I hope that regulators do not let Boeing get away with a quick fix software fix, but rather insist on a redesign of the complete trim system on the MAX. If it is near impossible to manually, after using the cutout switches, trim the frame fast enough to survive, than cutting electrical trim seems to be recipe for disaster rather than a safe move.
I expect Boeing to fight the need for a redesign all the way.