FAA Bold Shift: The Federal Aviation Administration (FAA) announced a pivotal shift in aircraft certification policy on Tuesday, marking a substantial response to the critical flaws identified in the Boeing 737 MAX crashes of 2018 and 2019. This change categorizes key flight control design alterations as “major,” aligning with efforts to enhance aviation safety.
In the aftermath of the crashes that claimed 346 lives, Congress enacted comprehensive legislation in late 2020, compelling manufacturers like Boeing to disclose safety-critical information to the FAA. This includes details about systems influencing flight controls without direct pilot inputa crucial aspect in the tragic MAX incidents. The FAA, in its latest update, underscores that these measures and additional guidance for manufacturers aim to “improve aircraft certification safety.”
Boeing, implicated in the 737 MAX disasters, faced criticism for not fully revealing information about the Maneuvering Characteristics Augmentation System (MCAS) to the FAA. MCAS played a role in both crashes by addressing the MAX’s tendency to pitch up. Neither Boeing nor Airbus immediately commented on the FAA’s recent policy shift.
A scathing U.S. House of Representatives report emphasized Boeing’s failure to classify MCAS as a safety-critical system, which, if acknowledged, would have subjected it to heightened FAA scrutiny during certification. The report also held the FAA accountable for lapses in oversight and certification processes.
Also Read: Boeing Gets FAA Nod for 737 MAX 10 Certification Flight Testing
The repercussions of the 737 MAX incidents have been substantial, with Boeing grappling with costs exceeding $20 billion, covering compensation, production expenses, and fines. The plane, once a best-seller, endured a 20-month grounding. While the FAA is still deliberating on certifying the smaller MAX 7 and larger MAX 10 variants, the aviation industry faces a critical juncture in reassessing safety protocols.
In July, the FAA had already signaled its commitment to enhancing certification processes by establishing milestones to scrutinize design changes more rigorously. This move aligns with the broader industry trend toward increased transparency and accountability.
Last year, the FAA granted Boeing a regulatory compliance program extension, albeit shorter than what the planemaker sought, emphasizing the necessity for implementing “required improvements.” As the aviation sector grapples with evolving safety standards, the FAA’s latest policy stands as a testament to the ongoing efforts to rebuild trust and reinforce the integrity of aircraft certification.
Our Reader’s Queries
What is the 3 to 1 rule in aviation?
When planning the initial descent for jets during IFR, a common rule of thumb is the 3 to 1 formula. This formula indicates that it takes 3 nautical miles to descend 1,000 feet. For instance, if an airplane is at FL 310 and the initial approach fix is at 6,000 feet, the initial descent requirement would be 25,000 feet (31,0006,000).
Why do you say Niner instead of nine?
To improve clarity during poor radio reception, the term “niner” is used instead of “nine.” This substitution adds an extra vowel sound, making it easier to distinguish from the numeral 5. By utilizing this uncommon terminology, potential confusion can be avoided and communication can remain clear and concise.
What is the FAA hour rule?
The FAA has created a unique certification known as the “restricted privileges ATP certificate” that permits pilots with less than 1,500 hours of flight time or those who are under 23 years old to work as co-pilots until they have gained the necessary experience.
How do you say 10500 in aviation?
When communicating altitude to ATC in aviation, it’s important to use the correct terminology. For an altitude of 10,500 feet MSL, the proper way to state it is ‘one zero thousand, five hundred’. Remember to pronounce each digit in the thousands place separately and use ‘hundred’ where necessary. This ensures clear and accurate communication with ATC.