第49、50页有提到Column cutout switch,
是引用FAA给的资讯（在附录）
因为MCAS的加入,
所以把FO这边的模组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 Once MCAS is no longer active, the normal column cutout function in the s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.
看起来是左驾、右驾被MCAS 影响程度不同。
但第197页的文字却又看起来是只要MCAS作动，Column Cutout switch就会被inhibit, 没
在分左、右驾。
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.
这样左驾、右驾谁去动杆子，
到底和MCAS的互动结果到底会不会不同？
报告结论完全没提这个，
然后这航班是左鴐飞行电脑（FCC-1)在运作，
因此也是左鴐飞行电脑的Speed Trim System 在运作，也就吃左侧AOA inputs.
这样看起来，
左驾动杆子时，MCAS无法作动？
但整个历程纪录并非如此，不论是Captain或FO拉捍子， MCAS就是可以作动。
而且737系列左驾、右驾的杆子是连动的不是吗？
不知有无高手释疑？