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It was largely true in the US and EU. Unfortunately everyone is so happy to crap on Boeing (in some cases deservedly, in some cases not) that they forget the ca
by Cacti 8y ago
It was largely true in the US and EU. Unfortunately everyone is so happy to crap on Boeing (in some cases deservedly, in some cases not) that they forget the carriers bear a significant share of the blame here, particularly after the first accident. If Ethiopian Air had put the same emphasis on pilot and mechanic training/awareness following the first accident that the US carriers did, the second crash would have likely never happened.
- simion314 8y agoDo you know if Boeing sent new training material for the pilots? If not how would non american pilots get new training ? I assume not by browsing the web. Also consider the fact that a pilot that never pilot a MAX could be asked from nowhere to fly this new plane since it is supposed to be no difference from the regular plane and they were never trained for it and maybe did not expected to fly it.
- salawat 8y agoYet it is still Boeing's refusal to assure that the requisite information ended up in front of the pilots. The manual must be sold with the plane and it must be accurate, containing enough information to instill in an average pilot an accurate understanding of all safety critical aircraft systems, which MCAS, through Boeing's failure to reclassify during certification, wasn't acknowledged to be. Boeing doesn't get a pass, and the Ethiopian Air pilot was just as capable if only a bit less informed. If you cannot safely deploy your product/documentation, then you aren't done. Boeing should have known and recognized that. The certification process is meant to be proof against a failure like this, which goes to show that there are deeper problems in the organization that need remediation.