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In a real lesson, Commander Sérgio Quito explains how the Boeing 737 MAX pilot intervention procedure works in an emergency. Wait for the video below to load.
Sérgio Quito is the former Vice President of Operations of GOL and today he holds the position of Safety Advisor, in addition to being Commander of the Boeing 737 in the company. During the visit to GOL Aerotech, the company’s maintenance center in Confins, we had the opportunity to speak with him and learn a lot about how pilots now have greater authority over the 737 MAX.
The procedure shown below is for cases where the MCAS interferes with the jet with the wrong indication, something that is practically impossible as the system now has two sources of indication of the angle of attack and, in case of divergence , the system is deactivated automatically.
If there is no divergence, MCAS interferes only once in the jet and does not reactivate again. In an exceptional case of sending the aircraft down, it is possible to reverse the situation through the compensator of the horizontal stabilizer, which in the case of the 737 controls the entire surface of the elevator, not just the compensator as in some planes.
This manual intervention procedure using the compensating wheel is called a track stabilizer. Also in 2018, shortly after the first accident with the Lion Air 737 MAX, FAA guidance was issued on the use of this procedure if MCAS interferes in a dangerous way.
In fact, this was the procedure that another Lion Air crew performed the day before the accident. At the time, AEROIN covered the procedure extensively, even talking about it being something that was already practiced for generations in the 737 family.
Now with the modified Boeing 737 MAX, this procedure allows even more control of the pilot, but it will only be activated in an extreme situation and that today the possibility of it happening is practically nil.
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