The current regulation, where the MCAS automatic flight control system now uses data from its AoA angle sensors, is not enough for the Office. He wants the type to have three sensors.
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EASA requires the aircraft to have three AoA sensors like Airbus machines, as two are not clear which provides erroneous data. It could also use the more expensive system used in the Boeing 787 Dreamliner, which calculates the angle of attack from other data. However, it would have to be ascertained and how it interacts with the aircraft’s control systems.
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The MCAS system, which pushes the nose of the aircraft down if the machine climbs too fast, contributed to both Boeing 737 MAX crashes. MCAS responded to erroneous data because the AoA sensors on both crashed aircraft were damaged.
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In addition, the MCAS system was difficult to decommission and, according to EASA, the warning signals were not clear because several appeared.
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Like the Canadian Transportation Bureau, EASA is calling for a warning to be addressed with stick shocks. This could not be taken out of operation, even though it was caused by incorrect data. The control lever is required to change the angle of attack and the forces on it increase rapidly. The Canadian authority requires that the pilot manual clearly describe how to stop lever shocks caused by the MCAS responding to a false signal from a faulty AoA sensor.
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The US FAA said that Boeing must also respond to the reservations of other regulators in the world, although it does not support the shutdown of the emergency signal and it is not clear whether the adjustment will not be made only for machines for Canadian users.
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Prior to the first test flight of the 737 MAX, Boeing said it took reservations into account: “We are conscientiously continuing to work for the safe return of the 737 MAX to service. During this process, we will comply with the FAA and other global regulators. “
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