Here's what we learned from the preliminary report released by Ethiopian crash investigators: by JBogaisky
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The incorrect angle of attack data from the malfunctioning sensor triggered the anti-stall system, dubbed MCAS, to engage, which pushed the plane’s nose down powerfully three times over the course of the six-minute flight by tilting the two stabilizers on either side of the plane’s tail. “Why did they never pull the throttles back?” asks Mackey. “The faster the airplane goes, the harder it is to move the stabilizer.”
That may indicate that only Mohamed tried to turn the trim wheel, says Mackey, but Mohamed alone may not have been able to exert the necessary force. “This is a job for both pilots,” says Mackey. After failing to manually bring the nose back up, the pilots appear to have turned the motor to the rear stabilizers back on, which goes against the procedures recommended by Boeing and FAA, allowing the MCAS system to engage again. The report seems written in a way to obscure this, says Mackey.
But Mackey cautions that the pilots were in an extremely stressful situation, with contradictory indicators: the control column shaking, an overspeed clacker sounding and altitude disagree and speed disagree warnings. “And Boeing didn’t help by not providing the proper information and designing a flawed system to begin with,” he says, referring to the plane maker’s decision that it wasn’t necessary to inform pilots that the MCAS system had been added to the new version of the 737.
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