Earlier quoted context omitted.
I don’t disagree but there are clear hierarchical criteria on how these hazards should be addressed. The reason behind engineering mitigation being favored is because they make the less reliable procedural mitigations moot (I.e., they improve the overall reliability by removing one of the points of failure, in this case the pilot). Forgoing engineering mitigations in favor of procedural fixes goes against good engine…
> I can understand if the AD was intended as a short term fix but I would question the rationale if it were considered a long term solution It was not, Boeing at the time was working on a solution. Regardless, however, the pilots MUST know how to deal with runaway trim. This was true before MCAS, and is true after. It was true on the 757 (I spend 3 years working on the design of the 757 stab trim system). The cutoff…
But there were other contributing factors in the crashes that must be dealt with
I don’t necessarily disagree with this either, but it does come across as if we’re being distracted by proximate causes rather than focusing on the root cause. To someone on the outside, it sure seems like there are deeper engineering and cultural problems that deserve a greater priority at this point. Not to belabor the point, but simply issuing a procedural AD doesn’t appear to address the root causes and should just be a stop gap measure