3 ms·

I wouldn't go as far as calling the Lauda Air anecdote "evidence of something", but there appears to have been a pattern whereby Boeing writes the rule book for

I wouldn't go as far as calling the Lauda Air anecdote "evidence of something", but there appears to have been a pattern whereby Boeing writes the rule book for test procedures, which are then adopted by the FAA as the standard. Of course, a manufacturer would not publish a set of tests, then promptly fail to pass them. So the question becomes - assuming this dynamic is still valid today: what independent mechanism exists to ensure Boeing's standards are sufficient?

FabHK 8y ago
Worth pointing out that the FAA bought Boeing's claim that the 737 MAX 8, 9 did not require a new type certificate, and so did EASA. However, from what I gather, the Brazilian regulator deemed the MAX with MCAS sufficiently different from prior generations. So, there is some regulatory independence.
- blahblahthrow 8y ago
  It could be argued the Brazilian authorities are biased towards Embraer, much the same way US authorities might be biases towards Boeing.
  - marcosdumay 8y ago
    It would be a good argument, one that I am interested in hearing. Do you have some examples to give?
  - swfsql 8y ago
    But Embraer doesn't compete directly with that 737
  - inferiorhuman 8y ago
    What about the Canadians and Bombardier? The A220/C series is a much closer competitor to the 737 than anything Embraer has to offer and the Canadians still gave Boeing a pass on MCAS.
- inferiorhuman 8y ago
  Worth pointing out that the FAA bought Boeing's claim that the 737 MAX 8, 9 did not require a new type certificate, and so did EASA. However, from what I gather, the Brazilian regulator deemed the MAX with MCAS sufficiently different from prior generations. The Brazilians required that Boeing document MCAS and include it in the required differences training. MCAS was considered a fairly small difference (if memory serves — "B") by the Brazilians and the MAX is still operating on the same type certificate. The big question in my mind is: why did the FAA not do the same?

FabHK 8y ago

Worth pointing out that the FAA bought Boeing's claim that the 737 MAX 8, 9 did not require a new type certificate, and so did EASA. However, from what I gather, the Brazilian regulator deemed the MAX with MCAS sufficiently different from prior generations. So, there is some regulatory independence.

blahblahthrow 8y ago
It could be argued the Brazilian authorities are biased towards Embraer, much the same way US authorities might be biases towards Boeing.
- marcosdumay 8y ago
  It would be a good argument, one that I am interested in hearing. Do you have some examples to give?
- swfsql 8y ago
  But Embraer doesn't compete directly with that 737
- inferiorhuman 8y ago
  What about the Canadians and Bombardier? The A220/C series is a much closer competitor to the 737 than anything Embraer has to offer and the Canadians still gave Boeing a pass on MCAS.
inferiorhuman 8y ago
Worth pointing out that the FAA bought Boeing's claim that the 737 MAX 8, 9 did not require a new type certificate, and so did EASA. However, from what I gather, the Brazilian regulator deemed the MAX with MCAS sufficiently different from prior generations. The Brazilians required that Boeing document MCAS and include it in the required differences training. MCAS was considered a fairly small difference (if memory serves — "B") by the Brazilians and the MAX is still operating on the same type certificate. The big question in my mind is: why did the FAA not do the same?