第49、50頁有提到Column cutout switch,
是引用FAA給的資訊（在附錄）
因為MCAS的加入,
所以把FO這邊的模組inhibit掉了。
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 73
7 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 o
ff) column position. When actuated, the column cutout switching modules interr
upt 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 t
he column commands when approaching high angles of attack. To accommodate MCAS
, the column cutout function in the first officer’s switching module was modi
fied to inhibit the aft column cutout switch while MCAS is active, allowing ai
rcraft nose-down (AND) stabilizer motion with aircraft nose-up (ANU) column in
put. Once MCAS is no longer active, the normal column cutout function in the s
tabilizer nose down direction is re-instated.
看起來是左駕、右駕被MCAS 影響程度不同。
但第197頁的文字卻又看起來是只要MCAS作動，Column Cutout switch就會被inhibit, 沒
在分左、右駕。
To incorporate MCAS, the basic column cutout function had to be inhibited duri
ng the MCAS activation. Pulling back on the column normally interrupts any ele
ctric stabilizer aircraft nose-down command, but for the MAX with MCAS operati
ng, that control column cutout function is disabled.
這樣左駕、右駕誰去動桿子，
到底和MCAS的互動結果到底會不會不同？
報告結論完全沒提這個，
然後這航班是左鴐飛行電腦（FCC-1)在運作，
因此也是左鴐飛行電腦的Speed Trim System 在運作，也就吃左側AOA inputs.
這樣看起來，
左駕動桿子時，MCAS無法作動？
但整個歷程紀錄並非如此，不論是Captain或FO拉捍子， MCAS就是可以作動。
而且737系列左駕、右駕的桿子是連動的不是嗎？
不知有無高手釋疑？