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Ethiopian 737 Max 8 crash and Fallout

OATEK

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There are a couple of FAA equivalents who are more than big enough to hold out. The Russians and Chinese come to mind. The EU will take a lot of convincing too, especially as there are probably tariff issues involved in the politics of it all. And whilst it could be argued that politics should play no part in this, I'd expect that they are very hard to separate....

Questions that don't seem to have answers forthcoming:
1. What is MCAS really for? The story has been that it's to make the aircraft feel the same as previous 737s. If that's the case, then you could simply remove MCAS entirely, and fly the aircraft on a different endorsement. There is a cost to that of course, but it pales into insignificance compared to what this entire saga has cost.
2. Can the aircraft be certified at all without MCAS? If it can't, then is the aircraft actually certifiable at all?
3. Has the manual trim, as fitted to the NG onwards, been properly certified, or was it simply grandfathered? Is this system, as fitted, certifiable?
4. Why isn't there a separate, backup, electric trim system, as fitted to just about everything else?
Hopefully someone is asking these questions within the FAA and foreign equivalents.
 

DC3

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... This whole process isn't just about scrutinising Boeing but all the FAA's around the world and they only have one chance to get it right.
Has anyone been able to get VA to look up and provide some forms of evidence of check in time.

Need it to prove I wasn'tdriving a rental car at a certain time.
Oh. There you are, Mogul.

Thought that you had left the building. 😀
 

oz_mark

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juddles

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jb747

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You have to wonder about the longer term. Yes, I expect it will return to service, but I doubt that that will be a simple exercise. Many passengers will remain wary of it. How big a number does that have to be before it starts affecting loadings? Who knows, but I suspect that a number as small as 5% would be enough to make the difference.

Airbus has limited ability to capitalise upon the 737s woes, simply because the 320 is booked out for years. How difficult would it be for them to increase their production capability? They already have a small assembly plant in the USA.

As I see it, after this is over, the 737 Max will still be an old aircraft, dressed up. It will be tainted to some unknown degree. It will remain a poor choice compared to the 320 NEO, and I expect that the only way Boeing will be moving large numbers of them will be to move to the bargain basement end of the aircraft market.
 

Tropic

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If only they could restart the 757 line...but sadly not an option. Really it is a complete and likely irreversible corporate failure
 

jb747

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Including celebrities...

Not the seat but dirty cabin on a QF aircraft last year with a thick layer of dust on the panel:
Not long I would imagine. Reopen the factory, bring out the 757 plans and get to work. :)
My guess would be 5 years for the 757, and double that for anything new. This is a train that they should have been on in 2010.

Actually as this is Boeing, it would probably be longer. Have a look at the debacle that is the 767 tanker.
 

jenib

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I think the evidence is growing that Boeing has very serious problems with quality control of their software engineering and their corporate culture spreading back over a number of years. I have certainly lost a lot of trust that they are doing the right thing.

 

serfty

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CHICAGO/WASHINGTON (Reuters) - American Airlines Group Inc and United Airlines Holdings Inc are pushing back the return of Boeing 737 MAX flights until August and September, respectively, a fresh delay that comes after sources told Reuters that the timing of a key certification flight may not occur until at least April. ...
 

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