The feet measurement was above sea-level not ground-level. The airport there is around 7600 feet. So in actual fact this plane was only sitting 500-1000 feet above ground.
There was no confusion on that. The elevation/altitude the planes were at was near the same ranges 6000-8500 feet above sea level, flight level varied, flight level is to the ground, elevation/altitude is to sea level.
Possibly the software is more reactive when it is in ranges where it may be close to the ground or the highest elevation. Highest elevations in the US are around that range and a range where it is harder to recover so it may be more reactive. At 30k feet elevation/altitude (from sea level) or flight level (from ground) the software might not have to take as evasive moves.
I don't know what you mean by flight level. Flight level is a standard term in aviation and is based on pressure altitude. Strictly speaking pressure altitude is the height above the standard datum plane at standard temperature and pressure, but for practical purposes it's above mean sea level.
Pilot vernacular often uses just `altitude` but which kind of altitude depends on context, but if there's ambiguity I say MSL (mean sea level) or AGL (above ground).
By flight level I meant from above ground level (AGL).
The previous commenter was thinking we were talking about height relative to ground level.
Altitude/elevation is height from sea level as specified.
I used flight level more as above ground level (AGL) but it also means not all the way to sea level and takes into account ground terrain.
The point being that all these planes (both 737s and the 767 Amazon cargo plane) all had similar issues between 6000-8500 feet in altitude (from seal level) but the ones that crashed on ascent took off from higher ground.
Moot point as it was sea level/altitude where all these plans had the same repeating/turbulent nose up 4 degree turbulence, then a direct 49 degree nose down state that led to the crashes, regardless of AGL.
Whether related or not the planes all experienced a nose dive in that range that was catastrophic.
It makes more sense with the 737 Max planes as they have center of gravity further back and software has to keep the nose down/straight, it makes zero sense for the 767 do similar movements unless it is common across software in that altitude range for some reason, possibly being more reactive at that range because of common elevations and it is harder to recover at that point.
