Boing Issued Instructions on How to Correct False Reading on 737 Max

Overview

The Maneuvering Characteristics Augmentation System (MCAS) flight control police force was designed and certified for the 737 MAX to enhance the pitch stability of the aeroplane – then that it feels and flies similar other 737s.

MCAS is designed to activate in manual flight, with the aeroplane's flaps up, at an elevated Bending of Assault (AOA).

Boeing has developed an MCAS software update to provide boosted layers of protection if the AOA sensors provide erroneous data. The software has been put through hundreds of hours of assay, laboratory testing, verification in a simulator and numerous exam flights. Earlier information technology is finalized, the software will be validated during in-flight certification tests with Federal Aviation Administration (FAA) representatives.

The boosted layers of protection that are existence proposed include:

• Flight control organization will now compare inputs from both AOA sensors. If the sensors disagree by five.5 degrees or more than with the flaps retracted, MCAS will not actuate. An indicator on the flight deck display will alert the pilots.
• If MCAS is activated in non-normal weather, it will simply provide i input for each elevated AOA event. There are no known or envisioned failure conditions where MCAS will provide multiple inputs.
• MCAS can never command more stabilizer input than tin can be counteracted by the flight coiffure pulling back on the cavalcade. The pilots will go on to e'er take the power to override MCAS and manually control the airplane.

These updates are expected to reduce the crew's workload in non-normal flying situations and preclude erroneous data from causing MCAS activation.

We go on to piece of work with the FAA and other regulatory agencies on the certification of the software update.

Read the Boeing Statement on AOA Disagree Alert

Training

To earn a Boeing 737 type rating certificate, pilots must complete 21 or more than days of instructor-led academics and simulator grooming. To be certified to fly a 737 MAX, a pilots must either complete a 737 MAX specific type-rating course or, if a pilot is already certified to fly the 737NG, they must complete the NG to MAX Differences training.

In preparing for a condom return to service of the MAX, Boeing has proposed a comprehensive training bundle with new preparation requirements that volition be evaluated and validated past regulators before the shipping returns to service. Later evaluating Boeing'due south training proposal, regulators will make the terminal determination on what the training requirements volition be.

Boeing's training proposal includes a new suite of estimator-based training modules, new and updated documentation, and simulator training. These instructional materials are designed to provide 737-type rated pilots with an improved understanding of 737 MAX flight control systems, reinforce their technical knowledge of associated flight deck effects and operational procedures, and restore confidence in the 737 MAX.

We go along to work with regulators as they review the proposed training, and with our customers to understand their training needs and how nosotros can go on to support them as we work to safely return the 737 MAX to service.

737 MAX Flight Deck Displays

All primary flying information required to safely and efficiently operate the 737 MAX is included on the baseline primary flight display. This is true of all our commercial products. Boeing doesn't put a toll on required safety features. Coiffure procedures and preparation for safe and efficient operation of the airplane are focused around airplane roll and pitch attitude, altitude, heading and vertical speed, all of which are integrated on the primary flight display. All 737 MAX airplanes display this data in a way that is consequent with pilot training and the cardinal instrument browse pattern that pilots are trained to utilise.

The AOA (bending of attack) indicator provides supplementary information to the flight crew. The AOA disagree alert provides additional context for agreement the possible cause of air speed and altitude differences between the pilot'due south and beginning officer'south displays. Data for these features is provided by the AOA sensors.

At that place are no pilot deportment or procedures during flight which require noesis of angle of attack.

Primal Definitions

Maneuvering Characteristics Augmentation Organisation (MCAS) – flying control police implemented on the 737 MAX to better aircraft handling characteristics and decrease pitch-upwards trend at elevated angles of assault.

Bending of Attack (AOA) – the difference between the pitch bending (nose direction) of the airplane and the angle of the oncoming air current.

Bending of Assail Sensor / Vane – hardware on the outside of the airplane that measures and provides angle of attack information to onboard computers; also referred to equally an AOA vane.

Bending of Attack Disagree – a software-based information feature that alerts flight crews when data from left and right angle of attack sensors disagree. This tin provide pilots insight into air data disagreements and prompts a maintenance logbook entry.

Angle of Attack Indicator – a software-based information feature that provides angle of attack information to the flight crew through the primary flight displays. It is an option that tin can be selected past customers.

Control law – a set of software that performs flight control role or chore

FCOM (Flight Crew Operations Manual Bulletin) – supplementary operations information

FOTB (Flight Operations Technical Bulletin) – supplementary technical information

Speed trim system – a system that uses multiple components to provide additional speed or pitch stability when needed

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Source: https://www.boeing.com/commercial/737max/737-max-software-updates.page

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