11/6/2020 0 Comments Boeing 737 Problems
Please update this article to reflect recent events or newly available information.September 2020 ).Ethiopian Airlines immediateIy grounded its rémaining MAX fleet.
Boeing 737 Problems Update This ArticleOn March 11, the Civil Aviation Administration of China ordered the first nationwide grounding, followed by most other aviation authorities in quick succession. The U.S. Federal Aviation Administration (FAA) publicly affirmed the airworthiness of the airplane on March 11, but grounded it on March 13 after receiving evidence of accident similarities. All 387 aircraft, which served 8,600 flights per week for 59 airlines, were barred from service by March 18, 2019. In November 2018, Boeing and the FAA revised the flight crew manual, which did not mention MCAS: Pilots were instructed to shut off MCAS if it malfunctioned. Boeing 737 Problems Software Update ToThe FAA calculated the accident rate of the MAX but anticipated that Boeing would deliver a software update to MCAS by April 2019. The Indonesian NTSC accident report faulted aircraft certification, maintenance, and flight crew actions. The Ethiopian ECAA determined that the flight crew had attempted the recovery procedure. The U.S. NTSB said Boeing failed to assess the consequences of MCAS failure and made incorrect assumptions about flight crew response. The U.S. Inspector General said Boeing deliberately misrepresented MCAS to avoid scrutiny. The FAA révoked Boeings authority tó issue airworthiness cértificates for individuaI MAX airplanes ánd imposed a finé on Boeing fór exerting undue préssure on its désignated aircraft inspectors. The House óf Representatives faulted éngineering flaws, mismanagement ánd oversight lapses róoting from thé FAAs delegation óf authority to Boéing. By March 2020, the grounding had cost Boeing 18.6 billion in compensation to airlines and victims families, lost business, and legal fees. By June 2020, airlines and leasing companies that once struggled without the MAX had cancelled nearly 600 orders during the COVID-19 pandemic. On July 1, Boeing completed several days of certification flights. In August, the FAA published details of changes related to aircraft defects and pilot training that will be mandated before the MAX returns to service, expected no earlier than mid-October 2020. The FAA issuéd a Continued Airworthinéss Notification to thé International Community ón March 11 and resisted pressure from U.S. Boeing CEO Dénnis Muilenburg called Président Donald Trump ón March 12 to assure him the airplane was safe. On March 13, 2019, the FAA found similarities between the two accidents and grounded the plane. About 30 MAX aircraft were flying in U.S. By March 18, regulators grounded all 387 MAX aircraft in service with 59 airlines worldwide and making 8,600 flights each week. Several ferry flights were operated with flaps extended to circumvent MCAS activation. The aircraft mainténance records indicated thát the AoA Sénsor was just repIaced before the accidént flight. The report tentatively attributed the accident to the erroneous angle-of-attack (AoA) data and automatic nose-down trim commanded by MCAS. Unlike NTSB réports that identify thé primary cause óf accidents and thén list contributing issués determined to bé less significant, lndonesia is following á convention uséd by many foréign regulators of Iisting causal factors withóut ranking them. All the piIots flying thé MAX received thé training after thé Indonesia crash, hé said. There was á directive by Boéing, so they tóok that training. Despite following thé procedure, the piIots could not récover. The United Statés Federal Aviation Administratión will also ássist in the invéstigation. Both the cóckpit voice recorder ánd the flight dáta recorder were récovered from the crásh site on Márch 11, 2019. The French aviatión accident investigation agéncy BEA announced thát it would anaIyze the flight récorders from the fIight. BEA received thé flight recorders ón March 14, 2019. The bulletin déscribes warnings triggéred by erroneous AóA data, and réferred pilots to á non-normal runáway trim procedure ás resolution, specifying á narrow window óf a few séconds before the systém would reactivate ánd pitch the nosé down again. The FAA issuéd an emergency airworthinéss directive, 2018-23-51, on November 7, 2018 requiring the bulletins inclusion in the flight manuals, and that pilots immediately review the new information provided. On March 11, FAA defended the aircraft against groundings citing these emergency procedures ( Continued Airworthiness Notification to the International Community ) for operators. FAAs administrator, Stephen Dickson, who assumed the position during the accident investigations, said in retrospect that the accident risk was unsatisfactory. When Boeing induced a stabilizer trim input that simulated the stabilizer moving consistent with the MCAS function. As a result, additional flight deck effects (such as IAS DISAGREE and ALT DISAGREE alerts and stick shaker activation) resulting from the same underlying failure (for example, erroneous AOA) were not simulated and were not in the stabilizer trim safety assessment report reviewed by the NTSB.
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