US News: The Boeing 737 Max Crisis Is a Leadership Failure - PressFrom - United Kingdom
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US NewsThe Boeing 737 Max Crisis Is a Leadership Failure

02:30  19 july  2019
02:30  19 july  2019 Source:   msn.com

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We’ve seen this before: A Boeing airliner crashes, killing all aboard. Investigators believe a design flaw in the aircraft played a major role in the accident, but Boeing blames the pilots. Eventually, the design flaw is corrected, but not before another plane crashes, leaving more deaths in its wake.

Boeing 's response has been too defensive, slow, and passive—and it now faces an uphill battle to win back trust.

The Boeing 737 Max Crisis Is a Leadership Failure © Matt Chase

We’ve seen this before: A Boeing airliner crashes, killing all aboard. Investigators believe a design flaw in the aircraft played a major role in the accident, but Boeing blames the pilots. Eventually, the design flaw is corrected, but not before another plane crashes, leaving more deaths in its wake.

In our time at the National Transportation Safety Board we saw this happen — long before the two Boeing crashes in the past year.

On March 3, 1991, a United Airlines Boeing 737 crashed on approach to Colorado Springs, killing all 25 people aboard. After an investigation of almost two years, the N.T.S.B. concluded that one of the two likely causes was a malfunctioning rudder power control unit, which moved the rudder in the opposite direction to that intended by the pilots. The agency recommended that the Federal Aviation Administration require airlines to install a modified part, to prevent future rudder reversals, as soon as Boeing made them available, but Boeing failed to do that.

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Safety begins at the top, and the top officials at Boeing and the Federal Aviation Administration have let us down.

Following the 737 Max crisis Boeing investors shaved more than billion off its market value. The FAA was insisting for days that the plane is safe for pilots to fly but Roman, who is also an FAA licensed commercial pilot, alleged that the FAA and pilots knew there was a problem prior to and immediately

Video: Boeing put profit over safety, says man who lost family (Associated Press)

On Sept. 8, 1994, a USAir 737 crashed as it neared Pittsburgh, killing all 132 people aboard. Despite the obvious similarities between the two crashes that were revealed during the investigation, Boeing insisted even to the final stages of the second inquiry that there was nothing wrong with the design of the aircraft, and the company again pointed to improper pilot rudder commands as the cause.

In the end, the rudder was indeed determined to have malfunctioned and caused both crashes. Boeing redesigned the part, and it was retrofitted in all 737s. There has not been a crash caused by that issue since then.

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Update on March 12: A number of countries and airlines have now banned or grounded the Boeing 737 Max 8. Read more here . When an airplane carrying at least 150 people crashed in Ethiopia on Sunday, killing all aboard

Boeing has violated that expectation. The decision about whether and when the 737 Max is back in the air — and how much this will Kelli Matthews is a senior instructor of journalism and communication at the University of Oregon. This was first published by The Conversation — “ Boeing is doing crisis

But this disturbing culture of denial persists today at Boeing, as shown by the revelations following the crashes of two 737 Max 8 aircraft in Indonesia and Ethiopia, which killed 346 people. The company has an institutional reluctance to even examine potential design flaws in its product.

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The Boeing 737 Max Crisis Is a Leadership Failure © Thomson Reuters Grounded Boeing 737 MAX aircraft are seen parked in an aerial photo at Boeing Field in Seattle, Washington, U.S. July 1, 2019. Picture taken July 1, 2019. REUTERS/Lindsey Wasson

Boeing’s stubborn resistance to admit its mistakes — even as those mistakes have delayed the return to operation of 737 Max planes by several months, according to The Wall Street Journal — are turning into a disaster for the company and its customers. Some of the families of the victims testified before Congress on Wednesday.

Even worse, Boeing has found a willing partner in the F.A.A., which allowed the company to circumvent standard certification processes so it could sell aircraft more quickly. Boeing’s inadequate regard for safety and the F.A.A.’s complicity display an unconscionable lack of leadership at both organizations.

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Since the two fatal crashes of the Boeing 737 Max , airlines around the world have moved to buy flight simulators to train their pilots. They don’t always work. Boeing recently discovered that the simulators could not accurately replicate the difficult conditions created by a malfunctioning anti-stall system

When they fly a 737 Max there is a bit of software in the system which detects stall conditions and corrects them automatically. This farrago has an unintended consequence, in that it may be a warning about artificial intelligence. Boeing may have rated the correction factor as too simple to merit

Boeing’s first public statements after the Indonesia crash in October, supported by the F.A.A., questioned the abilities of the pilots, even though subsequent reporting has shown that pilots were not given the information they needed to properly react to the aircraft’s unexpected descents. Only after the crash of the second Max 8 in Ethiopia, in March, did Boeing acknowledge that software in the planes’ cockpits played a major role in the accidents.

The 737 Max of today — a 143-foot-long plane seating more than 230 people — is a very different aircraft from the humble 737 of the 1960s, which was only 94 feet long and seated no more than 118. But the current regulatory system allows for significant modifications of an aircraft design without requiring a new certification review. Even though the new plane had different flight characteristics, larger engines and a new flight management system, no simulator training was required for pilots familiar with older model 737s, a marketing move designed by Boeing to increase sales. And the F.A.A. allowed this.

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Budget airline says it will carry 5 million fewer passengers and will have to close some bases.

The Paris show is the year’s biggest aviation event, and typically features new airplane launches and big jet orders. This year, said Boeing sales chief Ihssane Mounir, his primary

Gallery: Grounded Boeing 737 MAX planes from above (Reuters)

Safety begins at the top, and the top at both Boeing and the F.A.A. has let us down. Boeing’s board must find out who has enabled and encouraged this corporate culture, and hold those leaders accountable, beginning with the chief executive, Dennis Muilenburg.

But this is bigger than the Max 8. We now have an airline safety agency that has become less and less forceful in exercising its regulatory authority over an aircraft manufacturer, even one that appears to be aggressively prioritizing profits over safety. It hasn’t helped that, like many government agencies, the F.A.A. has been without a permanent leader for 18 months.

Congress has permitted this to occur, but it can make the system much stronger. Two decades ago, lawmakers wisely sought to remove the F.A.A. from the political process by giving its administrator a five-year term so that the agency would have continuity of leadership. Congress can push for a permanent F.A.A. administrator, and use its oversight authority to make sure that the new leadership re-establishes the proper relationship between the regulator and the regulated.

The bottom line is that two nearly new, American-built airliners crashed within a few months of each other and nearly 350 people died. No one should be proud of the regulatory structure that put these planes in the air. We need major changes now.

MSN are empowering Women In Sport this summer. Find out more about our campaign and the charity fighting to promote the transformational and lifelong rewards of exercise for women and girls in the UK here.



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