A few days ago we published a blog post with the title "FAA Orders Grounding of Boeing 737 Max-Aircraft". In that post we speculated that, based on information available in the
news media, the crashes of both
Lion Air Flight 610 and
Ethiopian Airlines Flight 302
may have involved a failure in the design of the flight control system installed
in Boeing's 737 Max 8 aircraft. Since our post, we have learned that
other sources indicate that we were on track with our suspicions.
To recap our previous post, we noted that:
- On the morning of 29 October 2018, a Boeing 737 Max 8 operating as Lion
Air Flight 610 crashed into the Java Sea 12 minutes after departing Jakarta.
In the minutes prior to the crash, the pilot had requested an emergency
return to Jakarta due to control problems. According to witnesses on a
nearby drilling platform, the aircraft impacted at a severe "nose
- On 10 March 2019 a Boeing 737 Max 8, essentially identical to the aircraft
lost by Lion Air, was operating as Ethiopian Air Lines Flight 302. Within
minutes of its departure, the pilot requested an emergency return its
departure airport. The aircraft crashed about 40 miles south of the airport.
Witnesses on the ground stated that this aircraft crashed in an extreme
nose down angle.
In a radical departure of its usual procedure, the FAA at first
declined to order an immediate grounding of all commercial operations involving
737 Max-series aircraft. Following international criticism, the FAA reversed
its position and grounded all US-based 737 Max aircraft. One day later
reports surfaced that, as far back as 2015, the FAA had allowed Boeing
to conduct most of the mandatory safety testing of the model's flight
After the national news media broke the FAA certification story, on March 17th the Seattle
Times published "Flawed analysis, failed oversight: How Boeing, FAA certified the suspect
737 MAX flight control system." In that story the
Times cited confidential sources within both Boeing and the FAA as stating that
Boeing's initial "System Safety Analysis" of the 737 Max
8's flight control system, called the Maneuvering Characteristics
Augmentation System (MCAS):
Severely underestimated the power of the MCAS to swivel the aircraft's
horizontal tail section in order to push the aircraft's nose
downward if the MCAS sensed the aircraft was entering a stall. This is a standard
flight maneuver, whether performed by a human pilot or by an automated
flight control. However, after the aircraft entered service, it was discovered
that the MCAS could move the tail section more than
four time farther than stated in the safety analysis.
not take into consideration how quickly the MCAS would "reset" itself
after the human pilot attempted to "override" the MCAS's
"nose down" maneuver after
incorrectly detected an approaching stall.
The MCAS was designed to receive its data input from a
single sensor and there was no provision for "redundancy" (backup) of a second
sensor should a problem occur in its primary system.
- Boeing itself assessed the consequences of a system failure as "hazardous"
rather than the more-likely "catastrophic." In retrospect, Boeing
appears to have been overly-optimistic.
Why the certification may have been premature
Regardless of the final reports' conclusions regarding the causes of
both aircraft crashes, we find it quite disturbing that senior FAA officials
pressured their safety engineers to accept the results of Boeing's
testing rather than conducting their own tests on this critical flight
system. On the agency's website, the FAA states that its "vision" is "… to reach the next level of safety, efficiency,
environmental responsibility and global leadership. We are accountable
to the American public and our stakeholders." It appears that, in
the case of the Boeing Max, the agency failed to meet that vision. As
to why, we offer one possible factor.
At the time the 737 Max series was undergoing certification Boeing was
"feeling the heat" from its competitor in the international
aircraft market, Airbus. Whether economic pressure "felt" by
Boeing was also, somehow, also "felt" at the FAA is yet to be decided.
Was the 737 Max 8 defective?
As we have stated time and again, we are not accusing Boeing, the FAA or
anyone else of
deliberately endangering or misleading the public. We are simply stating that, when
it comes to the political influence of multinational corporations versus
that of the citizens, our version of an old saying seems to hold true:
"Money talks and everyone else walks, usually off the working end
of the gangplank."
If subsequent investigations find that Boeing "shipped" a defective
product (the 737 Max 8), the company is facing a liability nightmare.
If those investigations show that Boeing
knew, or should have known, that its MCAS contained serious design flaws (e.g. relying on a single
sensor with no backup), it will be unable to escape its liability problem.
When you consider the potential costs of a major recall to fix a few thousand
aircraft, plus the revenue lost by both domestic and international air
carriers while their aircraft are sitting on the ground, the economic
impact will be measured in billions of dollars.
And all because someone took a shortcut.