This is not an insignificant point. MCAS was flawed, no question. As a pilot of an airplane with enhanced stability control, I have found that anything that tri

This is not an insignificant point. MCAS was flawed, no question. As a pilot of an airplane with enhanced stability control, I have found that anything that tries to “help” by nose down or nose up during times of unusual flight attitudes is unwelcome and honestly scares the hell out of me when the autopilot kicks on and overrides my inputs. Disengaging the autopilot works for a moment, then it kicks back on: the solution is to pull the breaker when that happens. Granted, in my case, I was attempting to intentionally stall the airplane during familiarization training in a Cessna T206. However, an autopilot with “stability protection” can theoretically fly you into the ground if you aren’t trained correctly. So I am not a fan of the airplane trying to “protect” the pilot by taking over control. However, reacting to system anomalies is a critical part of training. Meaning knowing how and when to react to such situations is fundamental to flying the airplane. If we stipulate the MCAS system was faulty, that still doesn’t relieve the pilots of responsibility. The Ethiopian copilot only had 300 total flight hours — so it’s fair to say that copilot wasn’t experienced with flying in general, let alone type-specific experience in an airliner. Since the captain would have been flying the airplane, the copilot would have been the one running through the checklists. Airliners require two pilots for a reason; that copilot had no business being right seat in a technologically advanced airplane. Both pilots specifically failed to follow the procedures. First, they didn’t adjust the throttle at all during the event — throttle remained at climb power throughout, secondly, they re-engaged MCAS because while they pulled the horizontal stabilizer trim cutout switches correctly, they failed to realize that they had to use the manual trim wheels since the electric yoke-mounted trim would be inoperative at that point. Yes, MCAS was deficient, however, 90% of aviation training is learning how to respond when things go wrong. Complaining about one issue while ignoring the other is disingenuous. Good pilots wouldn’t have crashed that plane. There is a reason that airline pilots in the US must have 1500 flight hours before being allowed in the right seat; there is a reason that airliner crashes in the US are so exceedingly rare. The 737 Max incident revealed plenty about Boeing and system design, but it also shined a light on the effects of substandard pilot qualification in places like Indonesia and Ethiopia. Considering the US flew the 737 Max vastly more than anyone else, a broken airplane would have statistically resulted in a US crash, yet the two crashes we did have were with airlines from countries with debatable pilot qualification processes. Attempting to obscure the cockpit voice recorders from public view and giving them to France (home of Airbus it might be added,) means that Ethiopia had something to hide regarding their pilots’ actions. If it was clearly 100% “Boeing’s fault,” then Ethiopia would want all data surrounding the crash to be on the front page of every newspaper if only to bolster their case that their pilots weren’t at fault. But instead, they hide the data. Why hide supposedly exculpatory evidence? Because it wasn’t exculpatory at all. I get it, MCAS bad. But those passengers would still be alive if it weren’t for bad pilots. Given that Ethiopian Airlines is a crown jewel of the country and a vital marketing tool of the country, it’s clear why they wanted to hide any hint that pilots of the flag carrier were questionable.