United pilots say they were already trained to replace the Boeing 737MAX in auto recovery stall

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The United Airlines pilots union said last Friday that a recovery procedure after the accident was already included in its training manual.

On 29 October, a Boeing 737MAX operating on Lion Air Flight 610 crashed after taking off from the Java Sea in Indonesia, killing 189 people on board.

A week later, Boeing and the Federal Aviation Administration issued bulletins warning pilots of a problem related to a stall exit function that, when triggered by external events such an abnormal angle between the wing and the airflow, automatically rotates the horizontal. tail to lower the nose.

The bulletin instructed pilots how to solve the problem of the stall prevention function, known as the Maneuver Feature Enhancement System or MCAS. It is new to the 737 MAX, flown by about 40 airlines, including three American – American, Southwest and United. MCAS automatically shifts the nose to correct what he thinks is a stall.

Boeing has been widely criticized for not having previously provided airlines and pilots with sufficient information about the existence of MCAS or how pilots can cancel it. Critics include the Air Line Pilots Association, which represents pilots from 34 airlines, including United; the Allied Pilots Association, which represents US pilots and the Southwest Airlines Pilots Association.

On Friday, United pilots adopted a contradictory tactic, claiming that they are already "properly trained in dealing with a dysfunctional MCAS," according to a report by Bob Sisk, chairman of the Central Safety Committee. aerial for the chapter of ALPA in the United States.

"We do not believe in speculation or media outbidding, as some have irresponsibly chosen," said Sisk, captain of the Boeing 767. "We will continue to let the facts of the accident speak for itself.

"If the conclusions of the accident require modifications of the systems or the training of the pilots, we will be fully involved," he said. "Until then, our training will guide us in all scenarios related to a MCAS system failure or other system that causes MCAS to operate with an unspecified method."

Sisk stated that the United 737 MAX Difference Bulletin already referred to situations in which the trim trim is applied automatically as the speed decreases towards the stall. In such a situation, he said, the bulletin states that "If MCAS were to make a mistake, force an unwanted pitch plate or continue to use an inappropriate pitch plate, the use of cutoff located on the base will stop the runaway. "

In the event of malfunction of the MCAS, "You will do exactly as you were trained: you will fly the plane, stop the trim of the runway, and then continue to fly the plane until you that you have landed safely, "said Sisk.

This view is contrary to what Tim Canoll, president of ALPA, said in a letter to the FAA and the National Transportation Safety Board on Thursday.

ALPA President Tim Canoll wrote, "Some media have reported that the 737 Max was designed and certified with a new automatic speed control system that was not included in previous versions of the Boeing 737 .

"More importantly, these reports indicate that information regarding the normal and unnatural operation of this system has not been provided to front-line airline employees, flight crews and maintenance technicians," he said. Canoll.

Dennis Tajer, spokesman for the Allied Pilots Association, said last Friday that US pilots had not been informed of the existence of the MCAS, which is automatically trying to stabilize, although they were trained to react against stabilizing fugitives. "MCAS uses a hammer, but there is no nail, where the nail is the stall," he said.

"The American pilots and, I am convinced, the Southwest pilots are very interested in knowing all the systems of our aircraft," said Tajer. "MCAS is a very different system that changes the flight characteristics of our aircraft. We will never stop focusing on learning our plane. This is our vocation and our responsibility towards the safety of our passengers.

"What we have now from Boeing and the FAA is an improvised answer if this system goes wrong," he said. "This is information deemed so important that the FAA has issued an emergency directive that it is essential for us to know (because) the details of the MCAS system are not included in our manual."

Tajer said that he could comment on the information contained in the United manual.

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The United Airlines pilots union said last Friday that a recovery procedure after the accident was already included in its training manual.

On 29 October, a Boeing 737MAX operating on Lion Air Flight 610 crashed after taking off from the Java Sea in Indonesia, killing 189 people on board.

A week later, Boeing and the Federal Aviation Administration issued bulletins warning pilots of a problem related to a stall exit function that, when triggered by external events such an abnormal angle between the wing and the airflow, automatically rotates the horizontal. tail to lower the nose.

The bulletin instructed pilots how to solve the problem of the stall prevention function, known as the Maneuver Feature Enhancement System or MCAS. It is new to the 737 MAX, flown by about 40 airlines, including three American – American, Southwest and United. MCAS automatically shifts the nose to correct what he thinks is a stall.

Boeing has been widely criticized for not having previously provided airlines and pilots with sufficient information about the existence of MCAS or how pilots can cancel it. Critics include the Air Line Pilots Association, which represents pilots from 34 airlines, including United; the Allied Pilots Association, which represents US pilots and the Southwest Airlines Pilots Association.

On Friday, United pilots adopted a contradictory tactic, claiming that they are already "properly trained in dealing with a dysfunctional MCAS," according to a report by Bob Sisk, chairman of the Central Safety Committee. aerial for the chapter of ALPA in the United States.

"We do not believe in speculation or media outbidding, as some have irresponsibly chosen," said Sisk, captain of the Boeing 767. "We will continue to let the facts of the accident speak for themselves. same.

"If the conclusions of the accident require modifications of the systems or the training of the pilots, we will be fully involved," he said. "Until then, our training will guide us in all scenarios related to a MCAS system failure or other system that causes MCAS to operate with an unspecified method."

Sisk stated that the United 737 MAX Difference Bulletin already referred to situations in which the trim trim is applied automatically as the speed decreases towards the stall. In such a situation, he said, the bulletin states that "If MCAS were to make a mistake, force an unwanted pitch plate or continue to use an inappropriate pitch plate, the use of cutoff located on the base will stop the runaway. "

In the event of malfunction of the MCAS, "You will do exactly as you were trained: you will fly the plane, stop the trim of the runway, and then continue to fly the plane until you that you have landed safely, "said Sisk.

This view is contrary to what Tim Canoll, president of ALPA, said in a letter to the FAA and the National Transportation Safety Board on Thursday.

ALPA President Tim Canoll wrote, "Some media have reported that the 737 Max was designed and certified with a new automatic speed control system that was not included in previous versions of the Boeing 737 .

"More importantly, these reports indicate that information regarding the normal and unnatural operation of this system has not been provided to front-line airline employees, flight crews and maintenance technicians," he said. Canoll.

Dennis Tajer, spokesman for the Allied Pilots Association, said last Friday that US pilots had not been informed of the existence of the MCAS, which is automatically trying to stabilize, although they were trained to react against stabilizing fugitives. "MCAS uses a hammer, but there is no nail, where the nail is the stall," he said.

"The American pilots and, I am convinced, the Southwest pilots are very interested in knowing all the systems of our aircraft," said Tajer. "MCAS is a very different system that changes the flight characteristics of our aircraft. We will never stop focusing on learning our plane. This is our vocation and our responsibility towards the safety of our passengers.

"What we have now from Boeing and the FAA is an improvised answer if this system goes wrong," he said. "This is information deemed so important that the FAA has issued an emergency directive that it is essential for us to know (because) the details of the MCAS system are not included in our manual."

Tajer said that he could comment on the information contained in the United manual.