Maneuvering Characteristics Augmentation System (MCAS) on 737MAX

The Maneuvering Characteristics Augmentation System (MCAS) on 737MAX is a function within the Speed Trim System and, when activated, moves the stabilizer during non-normal flaps up, high angle of attack maneuvers to provide a desirable increase in stick force gradient and a reduced pitch up tendency. Similar to the Speed Trim Function, the MCAS function is also a flight control law contained within each of the two FCCs. MCAS is only active in the master FCC for that flight. At aircraft power-up, the master FCC defaults to the left side FCC; and will then alternate between the left and right FCC by flight. The master FCC is not affected by the position of the Flight Director switches. The FCCs receive inputs from several systems including the air data inertial reference system (ADIRS). Specific to the MCAS, the control law commands the stabilizer trim as a function of the following: Air/Ground, Flap position, Angle of attack, Pitch rate, True Airspeed and Mach. The AOA and Mach inputs are provided to each FCC by the associated Air Data Inertial Reference Unit (ADIRU). Each ADIRU receives AOA information from one of the two resolvers contained within the associated AOA sensor (i.e. the Left ADIRU uses left AOA vane and the Right ADIRU uses the right AOA vane). Information from the other resolver contained within the AOA sensor, along with data from other sources, is provided to the Stall Management Yaw Damper computer (SMYD), which is used, along with data from other sources, for the purpose of calculating and sending commands to the Stall Warning System (SWS). As originally delivered, the MCAS became active during manual, flaps-up flight (autopilot not engaged) when the AOA value received by the master FCC exceeded a threshold based on Mach number. When activated, the MCAS provided a high rate automatic trim command to move the stabilizer AND. The magnitude of the AND command was based on the AOA and the Mach. After the non-normal maneuver that resulted in the high AOA, and once the AOA fell below a reset threshold, MCAS would move the stabilizer ANU to the original position and reset the system. At any time, the stabilizer inputs could be stopped or reversed by the pilots using their yoke-mounted electric stabilizer trim switches, which also reset the system after a 5 second delay. The latter behavior is based on the assumption that flight crews use the trim switches to completely return the aircraft to neutral trim. In the FCC software version current at the time of the accident, if the original elevated AOA condition persists for more than 5 seconds following an MCAS flight control law reset, the MCAS flight control law will command another stabilizer nose down trim input (with the magnitude based on the AOA and Mach sensed at that time). On all Boeing 737 models, column cutout switches interrupt stabilizer commands, either from the auto-flight system (e.g. FCC) or the electric trim switches in a direction opposite to elevator command. On the Boeing 737NG and Boeing 737 MAX, two column cutout switching modules, one for each control column, are actuated when the control columns are pushed or pulled away from zero (hands off) column position. When actuated, the column cutout switching modules interrupt the electrical signals to the stabilizer trim motor that are in opposition to the elevator command. The MCAS function requires the stabilizer to move nose down in opposition to the column commands when approaching high angles of attack. To accommodate MCAS, the column cutout function in the first officer’s switching module was modified to inhibit the aft column cutout switch while MCAS is active, allowing aircraft nose-down (AND) stabilizer motion with aircraft nose-up (ANU) column input. Once MCAS is no longer active, the normal column cutout function in the stabilizer nose down direction is re-instated. 

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