The scenario is triggered by the faulty AoA input. There is no specific checklist or memory items for a faulty AoA but it leads to other false indications and eventually unwanted MCAS trimming. Namely, the false AoA will eventually cause “Airspeed Unreliable” and “Runaway Trim” for which there are checklists and memory items.Davidb, what are the steps when you get this MCAS problem? Do you have a few " memory items" and then isolate the system or does overriding it shut it down? Thank you for participating in this.
We fly jets based on known pitch and power settings as well as knowing expected performance criteria. I learned to fly in a jet that had an attitude indicator that was simply a black ball with white markings. Knowing pitch and power settings was the only way to effectively fly. Nowadays, that attitude indicator is cluttered with all sorts of information and directors that is nice to have IF it is accurate. If the flight director and dynamic airspeed limitations are accurate, it negates the need to know basic pitch, power and performance criteria. However, a faulty AoA causes all the “nice to have” indications on the attitude indicator to become a bogus distraction.
Back to the scenario, everything is normal until you reach flying speed and rotate to takeoff pitch attitude. At that point you get the stick shaker as well as bogus pitch limiter, flight director and speed limiter indications. The actual speed and attitude are still accurate. The other side of the cockpit instruments are all normal. It’s quickly obvious that the aircraft is flying normally and that there is merely some indicator malfunctions. Both mishap crews got through this initial phase.
I’ll continue tomorrow...