There may be sufficient black box data to determine that a suspect flight control system may have been a root-cause fault that led to the crash of the two 737 MAX aircraft
the company had designed to resolve any confusion caused by the MCAS system when it receives erroneous readings from the Angle of Attack sensor on the aircraft—the scenario suspected to have led to these accidents.
Boeing had already been working on this software patch at the time of the Ethiopian Airlines crash, and theother civil aviation regulators around the world that the patch was coming before the aircraft was grounded around the world. That regulators opted to ground the aircraft, despite this, raises questions about their confidence in the effectiveness of the patch and whether this failure scenario—considered unlikely at the time of aircraft certification—may have been more common.
The European Aviation Safety Agency had raised concerns over whether the trim control system might be confusing to pilots as far back as 2016,. EASA accepted Boeing's findings that the scenario was unlikely and certified the aircraft as airworthy, partly because it expected that pilots would receive training on the"unusual" situations in which they would need to use a manual system to adjust the plane's trim.
A divergence between EASA and the FAA on the process of certification for flight control systems is part of ongoing discussions between regulators, as an EASA 'revealed. Though asked by this writer to clarify the intent of the notes on this list, EASA has declined to comment. While Boeing's software patch may address the MCAS confusion suspected to have caused both of these tragic accidents, it will take time, possibly months, for regulators to agree that this fix is sufficient to lift the grounding on this aircraft. A loss of confidence—justified or not—in the FAA's ability to require adequate proof of airworthiness from Boeing will be a critical hurdle for other regulators, airline customers and for the flying public.
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