Harvino asked the controller to confirm the airplane’s current altitude as shown on the controller’s display. Too damning. Boeing has grown largely silent, perhaps as much at the request of its sales force as of its lawyers. That’s a runaway trim. (Former Adam Air employees could not be reached for comment.) Boeing called the result the Max. There was no Israeli missile, no explosion, no lightning strike. Carbaugh mentioned to me that he was serving as Boeing’s chief pilot of safety in 2010 when an Ethiopian crew lost control of a 737 NG, the predecessor of the Max, killing all 90 people aboard. John Goglia, with his vast knowledge, shared my concerns. investigator with a long career of international experience, suggested to me diplomatically that Annex 13 is a typical United Nations construct that does not necessarily accommodate national and political variations in intent to get at the truth no matter where it may lie. on a technical basis. If only they were so easy to rank. The MCAS as it was designed and implemented was a big mistake. The pedagogical approach is that of a production line, with no accommodation for creativity or the unexpected. No reference has been made to Harvino’s initial flight training. Credit...Photo illustration by Matt Dorfman. Simulators, shop equipment, stocks of spare parts and training curriculums have to change. Goglia has followed the investigations surrounding the 737 Max closely. That’s not what happened. Firstly, the two accidents demonstrated that this software, having to correct the trajectory of the aircraft on the basis of the indications provided by sensors, can force the aircraft to nose down, for example when the indications of the sensors are at fault. They are signs of a mind-set, and Lion Air had plenty of them, generally caused by rushed pushbacks from the gates in the company’s hurry to slap airplanes into the air. Harvino dutifully responded. Dennis Jones, a retired N.T.S.B. I asked him, ‘How come?’ He said, ‘Because the checklist doesn’t say to divert.’ ”. Boeing will pay more than $2.5 billion to settle a criminal charge related to the two 737 Max plane crashes in 2018 and 2019 that killed 346 people. No one I spoke to from Boeing, Airbus or the N.T.S.B. You might think that the 737 would have grown increasingly disadvantaged given the New World qualities of the A320, but in my estimation pilots have managed to crash the 320 at about the same rate, largely because of confusion over automation. Boeing is to pay $2.5b to settle a criminal conspiracy charge for misleading regulators about the safety of its 737 Max aircraft, which suffered two deadly crashes shortly after entering service. That needs to change, and someday it probably will; in the end Boeing will have no choice but to swallow its pride and follow the Airbus lead. All this casts a shadow over the reliability of airplanes and air transport in general, even undermining, albeit slightly, public confidence in the reliability of private jets. That’s my best guess. I have been unable to speak to Kirana despite multiple attempts to reach him, so I do not know if he cares about these distinctions. “I suspect that the pilot wrote what you see in the log, and he verbally told maintenance that, ‘Hey, the trim was running down, and we had to use the stabilizer cutout switches, and we flew the airplane back manually,’ ” he said. “Five thou” was his final transmission. The mechanics of the scheme remain murky, but even Garuda profited from Kirana’s hustle. In Jakarta, a graybeard captain, speaking to me on the condition of anonymity, described the attitude of the new owners toward their pilots. - CLICK HERE, The 12 world’s fastest private jets, almost mach 1, Why (almost) only business jets have their engines behind, Cheap private flights, present and future opportunities, Private jets avoid Covid-related problems of airliners, The cheapest and best-selling private jet in the world, ZeroAvia, private and regional hydrogen aircraft, Treating Covid on a jet or at home, avoiding hospitalization. The airplane took off at 10:20 p.m. with 189 people aboard, or 190 if the ghost in the cockpit is included. And there was a problem. Kirana has become a major Airbus customer — but for other airlines he now controls. When I asked how the completion rate could be so high, the head of training explained that it is because of aptitude testing at the start. Instead, Boeing decided to intervene at its own expense to raise standards at Lion Air and try to reduce its contributions to the accident rate. The fight continued for the next five minutes, during which time the MCAS mounted more than 20 attacks and began to prevail. One day, he went back to Jakarta and, with the help of family money, started an airline. The Bali captain was enough of an airman to realize that he was dealing with an information failure only — not an actual stall. That threatened to change in 2010 when Airbus introduced a version of the 320 called the Neo (for “new engine option”) that offered large improvements in fuel efficiency, range and payload. Many of those repair stations in Miami are junk peddlers.” And the Lion Air mechanics? There, 2,500 flight attendants live in dormitories and batches of pilot recruits sit through up to six months of initial ground school before moving on to four to five months of flight training in Cessna 172s, followed by guaranteed jobs as co-pilots for the Lion Air Group. The captain flipped the switches, the trim stopped running away and the MCAS was disabled. In the maintenance log in Bali, the company technicians documented replacing the angle-of-attack vane and testing it. Just then, with the stick shaker still rattling, the MCAS kicked in and achieved full nose-down trim, doubling the angle of the dive. The French, Americans and Lebanese all agreed that it was complete. The controller answered that the groundspeed was 322 knots (371 miles per hour). Getachew instructed Mohammod to advise air-traffic control that they were having flight-control problems, even though until then the only problem they had experienced was with instruments and their indications. In 2010, Airbus renewed its best-selling aircraft, the A320, a twin-engine aircraft carrying approximately 200 passengers over short and medium distances. None of the Bali crew have been named, and access to them has been blocked. were allowed to listen to recordings Important leads, meanwhile, are not being pursued, entire angles are being overlooked and the release of information to the public has been unusually restricted. Instead, Suneja leveled at 5,000 and 30 seconds later ordered the flaps retracted. Kirana seemed to believe that it was price rather than convenience that counted and that the trips would have to cost about the same as those by ferry and bus. After both accidents, the flight-data recordings indicated that the immediate culprit was a sensor failure tied to a new and obscure control function that was unique to … Now fully stalled, the airplane enters into a precipitous, low-airspeed descent — a condition referred to as mushing that if left unattended will lead to a catastrophic impact with the ground. The flight was assigned a standard departure route over the Java Sea. They would have a hitchhiker in the cockpit, sitting on the jump seat just behind them. Its full meaning is difficult to convey. Photographs show Obama looking on approvingly as Kirana and a senior Boeing executive signed the contract. According to Carbaugh, the official said: “The report is coming out. But the truth is that the MCAS is easy to counter — just flip the famous switches to kill it. Adding to the workload, the controller chose this moment to issue the first needless turn and to formally clear the flight to 5,000 feet. On the coming run, it would be his turn to do the flying. An Air Canada Boeing 737 Max jet made an unscheduled — but safe — landing Friday because of engine trouble. The mood in the cockpit was calm. The 737 features two prominent toggle switches on the center pedestal whose sole purpose is to deal with such an event — a pilot simply switches them off to disengage the electric trim. The column snapped forward, and the airplane responded by violently pitching down, 20 degrees below the horizon. No mention was made in the associated news reports that Lion Air was considered to be a dangerous airline and that it was banned from the United States. Either way, he recommended the obvious — shutting off the electric trim by flipping the cutout switches. In the unusual case in which a pilot does not switch off the electric trim, the elevator has to be used against the runaway stabilizer to keep an airplane from getting out of control. Soon after the flaps were retracted, the airplane developed a mind of its own and rolled in a fast burst of nose-down trim. It was just a rote exercise. If the pilot does not respond, the airflow starts to boil across the top of the wings, sometimes causing buffets that shake the airplane, before separating from the wings conclusively at the moment of the stall. That’s a sure sign right there.” About the Bali crew, he said: “They pull up to the gate. He was speaking specifically about Malaysia’s investigation into the mysterious disappearance of Flight 370, the Malaysia Airlines Boeing 777 lost in 2014, a case to which he was assigned. They are as common as they are difficult to discern. After that, it was just as a co-pilot said before pancaking into the Atlantic: “[Expletive], we’re dead.”. Dave Carbaugh, the former Boeing test pilot, spent his first 10 years with the company traveling the globe to teach customers how to fly its airplanes. Each is led by government officials of the countries where the airplanes crashed — Indonesia and Ethiopia — and joined, respectively, by Lion Air and Ethiopian Airlines, by Boeing as the airplane’s builder and by the N.T.S.B. During intervals on the ground, the airline’s technicians ran built-in tests, got coded responses and did plug-out plug-in reboot attempts of the mindless sort performed at automotive service centers. One day later, however, the F.A.A. The controller did not provide a holding point but asked about the nature of the problem. The excessive speed was amply clear in the cockpit, where an overspeed clacker was sounding off, but neither pilot thought to reduce the thrust and slow. From 2003 to 2007, the Indonesian accident rate as measured by fatal flights per million departures had grown to be 15 times as high as the global average. and whisked to Paris. The cause of the Ethiopian Airlines crash which killed 157 people has been revealed, according to reports.. But then there was a change. By trim failures, I mean runaway trims. The trim switches are off. The request was surprising. For sure, though, he cares that once an airline makes a choice between Airbus and Boeing, changing manufacturers is expensive to do. He said: “They didn’t finish, whatever the log says. On board were three crew members but … Relatives of Yared Getachew, a 29-year-old pilot who was the captain of Ethiopian Airlines Flight 302, at the crash site in March. But if the Max was to avoid designation as an entirely new model, the control-force problem needed to be addressed. Carbaugh wasn’t going to argue. Requests for information started flooding into Seattle. Investigators later determined that the Air France flight — a heavy jet stalling at absurdly high angles of attack — passed the point of possible recovery as it mushed down through 12,000 feet. This engages its responsibility and that of the United States Federal Aviation Administration (FAA) which had certified the aircraft. Airmanship 101. As the airplane approaches that critical angle, the first event is a stall warning in the cockpit. To point fingers at important clients would risk alienating not only those airlines but others who have been conditioned to buy its airplanes, no matter how incompetent their pilots may be. Rather, it was an entirely new characteristic that caused regulatory concern. According to sources familiar with both investigations, Boeing and the N.T.S.B. House committee final report says Boeing, FAA failures to blame for deadly 737 MAX crashes The report marks an end to the committee's 18-month-long investigation. The stick shaker continued to rattle, but that was merely an annoyance. MCAS trimming can be thwarted and even overpowered by counter-trimming with the sustained use of the thumb switches on the control yokes, but in the confusion of the encounter in Bali, the counter-trimming went only so far. Meanwhile, even after the accident, there still seemed to the company to be no reason to burden pilots with descriptions of the system. He had some rote knowledge of cockpit procedures as handed down from the big manufacturers, but he was weak in an essential quality known as airmanship. that there was no need to even introduce the MCAS to the airplane’s future pilots. The approach was diametrically opposed to Boeing’s. One winter night, one of our pilots died. Similarly, Getachew took this moment to be really dumb: Despite the activation of his stick shaker and the likelihood that it related to erroneous angle-of-attack measurements on his side, despite knowing what had occurred in Indonesia, despite the information he had received about the MCAS and despite the need to return to the airport, he ordered Mohammod to raise the flaps. But for foreign governments that had become the self-anointed guardians of their citizens worldwide, the exposure was similar to that of the airplane manufacturers, though less consequential: Inevitably, accidents would continue to occur in Indonesia, and foreigners would die, and it would be hard for their officials to duck accountability unless the officials had registered concern in advance. The airplane was now so far out of trim that Getachew had to hold his control column halfway back (meaning half up-elevator) to keep the nose from dropping. But we carried only freight. But something slightly different occurred. He would call the airline Lion Air. Garuda was the last straw. For mysterious reasons, this man was not mentioned in subsequent Indonesian accounts. The second angle-of-attack sensor was functioning correctly. The Max’s creation took place in suburban Seattle among engineers and pilots of unquestionable if bland integrity, including supervising officials from the Federal Aviation Administration. In its marketing literature comparing the Max to the earlier Next-Generation 737, Boeing wrote: “same pilot type rating, same ground handling, same maintenance program, same flight simulators, same reliability.” Equally important was that it had to have the same flying characteristics. Laying the blame on a poorly implemented system, even a complex one, made the accident relatively easy to understand and also provided for a material solution: Simply fix the system. 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