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On October 29, 2018, Lion Air Flight 610 tragically plunged into the ocean shortly after departing from Jakarta, Indonesia, resulting in the deaths of all 189 passengers and crew. A nearly identical disaster struck on March 10, 2019, when Ethiopian Airlines Flight 302 crashed shortly after takeoff from Addis Ababa, Ethiopia, claiming the lives of 157 people aboard.
Both tragedies garnered widespread attention from the public and authorities due to the involvement of the same aircraft model: the Boeing 737 MAX 8. Both planes were newly manufactured, eliminating maintenance issues as a factor. Additionally, the erratic behavior of the takeoffs suggested a deeper problem with the aircraft.
The Maneuvering Characteristics Augmentation System (MCAS), a specialized software designed to prevent the 737 MAX from stalling, has been identified as the main cause of both crashes. While investigations continue, here are several important facts about the incidents and the controversial MCAS.
10. The MCAS was developed by Boeing to address a design flaw in the aircraft.
Boeing developed the MCAS to address a design flaw in the 737 MAX. Several years ago, Boeing was contemplating adding a new fuel-efficient aircraft to its narrow-body fleet. The project would have taken many years to complete, which wasn't a concern for the company until Airbus introduced the Airbus A320neo.
The A320neo, a fuel-efficient narrow-body plane, was similar to Boeing's proposed aircraft. Both planes aimed for the same market, so Boeing decided to update its 737 models to match the new Airbus offering, saving valuable development time and preventing Airbus from capturing their target market.
The creation of the 737 MAX focused heavily on time and cost efficiency, with safety seemingly taking a backseat. Boeing even pressured the Federal Aviation Administration (FAA) to allow the company to self-certify the new aircraft. Without oversight, Boeing continued cutting corners in pursuit of improved fuel efficiency in record time.
Boeing installed a larger, more fuel-efficient engine on the 737 airframe to create the 737 MAX. Due to its size, the engine couldn't remain in the mid-wing position as on the previous 737 models. As a result, Boeing repositioned the engine higher on the wing. However, this new placement could cause the aircraft's nose to tilt upward during flight, leading to a potential stall and crash.
This was the reason behind Boeing's development of the MCAS. A sensor located outside the aircraft would automatically activate the MCAS to correct the plane’s nose whenever it detected an upward tilt. However, the MCAS could trigger even if the plane wasn't in autopilot mode. To make matters worse, it could activate repeatedly, even if the pilots attempted to override it.
9. The FAA Granted Boeing the Authority to Self-Certify the 737 MAX
As investigations continue and more connections between the Ethiopian Airlines and Lion Air crashes emerge, investigators are uncovering significant flaws in the certification process of the 737 MAX. It seems the FAA permitted Boeing to self-certify a large portion of the aircraft's development.
To clarify, the FAA permits every U.S. aircraft manufacturer to self-certify part of their development process. The agency claims it lacks the resources to perform all certifications, stating that it would require an additional 10,000 employees and over $1.8 billion in funding. However, it appears that the FAA gave Boeing too much leeway, particularly with the new MCAS.
The FAA allowed Boeing to self-certify the new MCAS software, which was designed to prevent the 737 MAX from stalling and crashing. The outcome was akin to a teacher letting a student grade their own homework. Boeing declared the MCAS was safe without external validation.
Following the Ethiopian Airlines Flight 302 crash, Daniel Elwell, the acting administrator of the FAA, stated that the agency had initially overseen the development and testing of the software. However, the FAA allowed Boeing to take over supervision once they reached what Elwell referred to as a 'comfort level.'
8. Boeing Offered an Expensive Safety Feature That Could Have Averted Both Crashes
Boeing sells its airplanes in a similar fashion to how car manufacturers sell automobiles. They provide a standard model and offer various upgrades for additional costs. While car upgrades often focus on comfort and performance, Boeing's upgrades are safety-related. Unfortunately, these costly add-ons were not purchased by budget-conscious airlines like Ethiopian Airlines and Lion Air.
The basic version of the Boeing 737 MAX involved in both crashes lacked two key safety features. One of them is a pair of exterior sensors that provide pilots with information about their angle of attack (AOA), which indicates how the aircraft is flying in relation to the wind. The second is a disagreement alert that triggers when the two AOA sensors provide conflicting readings.
The basic Boeing 737 MAX comes with only one sensor and lacks a disagreement alert. This can be deadly, as clearly demonstrated when the sensor provided inaccurate readings. After two crashes and the loss of hundreds of lives, Boeing has finally agreed to include the safety features in the standard version.
7. The MCAS Forced Lion Air Flight Down More Than 24 Times
As mentioned earlier, the MCAS was capable of adjusting the airplane as many times as it deemed necessary. This became a serious issue when the sensor provided false readings to the MCAS, which occurred in both the Lion Air crash and possibly in the Ethiopian Airlines tragedy.
In the case of the Lion Air disaster, the MCAS intervened and adjusted the aircraft more than 24 times in a span of just 13 minutes. Although the pilots attempted to correct the situation, they ultimately lost control of the aircraft.
The Lion Air flight crashed because the sensor measuring the angle of attack (AOA) provided incorrect readings to the MCAS. It mistakenly indicated that the airplane's nose was pointing upwards when it was actually level. This faulty information was sent to the MCAS, which then forced the airplane’s nose downward in an attempt to correct it.
The pilots quickly identified the issue and regained control of the plane. However, the faulty sensor kept miscalculating the AOA, sending inaccurate data to the MCAS, which once again pushed the aircraft's nose down. The pilots corrected the plane again, but the MCAS continued to direct it downward.
This cycle repeated itself until the MCAS tilted the airplane’s nose downward so aggressively that the pilots were unable to recover it. They lost control, and the aircraft crashed into the ocean at a speed of 724 kilometers per hour (450 mph). The impact was so violent that some sections of the plane were reduced to dust.
6. Lion Air Flight 610 Nearly Crashed the Day Before
The Lion Air crash nearly occurred a day earlier. Fortunately, an off-duty pilot riding in the cockpit helped avert disaster. The plane repeatedly plunged, and the pilots struggled to keep it level.
The off-duty pilot correctly identified that the MCAS was giving faulty readings and advised the flight crew to turn it off. They followed his suggestion, and the plane landed safely. However, the same issue arose the next day with a different crew, and the flight tragically crashed.
5. Boeing Held Lion Air Responsible For The First 737 MAX Crash
After Lion Air Flight 610's crash on October 29, 2018, Boeing had the opportunity to revisit and fix the 737 MAX's flaws. Instead, they issued a statement blaming the pilots for failing to follow the preflight checklist and for misdiagnosing the plane's issues moments before the crash.
Rusdi Kirana, founder of Lion Air, was so enraged by Boeing's response that he unleashed a stream of expletives at CEO Dennis Muilenburg during a conference call. Kirana accused Boeing of betraying him. However, most people still believed the Lion Air crash was due to pilot error, that is, until Ethiopian Airlines Flight 302 crashed.
4. Boeing Used iPads To Train 737 MAX Pilots
Pilots typically train on new aircraft using simulators. But the pilots flying the 737 MAX didn’t have that option. Instead, Boeing utilized iPads to provide two-hour lessons about the airplane. They also received a 13-page manual that detailed the differences between the 737 MAX and previous 737 models.
Additionally, Boeing failed to provide training on the new MCAS software, which is believed to have contributed to the crashes. The company later claimed they didn’t want to overwhelm pilots with too much information. In reality, the 737 MAX’s rushed timeline meant there was no simulator ready by the time it was finished.
Some pilots were able to fly the 737 MAX because it shared many similarities with the standard Boeing 737 series. Despite this, Boeing maintained that simulator training wasn’t necessary, even after pilots from American Airlines and Southwest Airlines reported issues with the airplane's odd flight pattern. Instead, Boeing proposed a software solution.
3. US Pilots Complained About The 737 MAX
Following the Lion Air crash, several US pilots voiced concerns about the 737 MAX. At least five complaints were lodged between October and November 2018, with pilots reporting that the aircraft’s nose frequently dipped immediately after takeoff. This issue was traced back to the malfunctioning sensor and the MCAS system.
One pilot recounted that the airplane’s nose had dropped just three seconds after takeoff. He managed to regain control by disabling the autopilot. Although the pilot and his co-pilot discussed the event, they couldn’t detect the root cause of why the airplane had pointed its nose downward.
Pilots voiced their dissatisfaction with the 737 MAX manual, labeling it as woefully inadequate. One pilot went so far as to call it 'criminally insufficient.' Another stated that neither Boeing, the FAA, nor the airlines provided proper training or enough essential information about the aircraft.
2. China Was The First Country To Ground The 737 MAX
China led the world by being the first to ground the 737 MAX, a decision that made sense given that China accounts for 96 of the 737 MAX planes in service, roughly one-fourth of the fleet. However, there are speculations that China’s move may have been motivated by a desire to challenge the authority of both the US government and the FAA.
The grounding of all 737 MAX aircraft by China came just a day after the Ethiopian crash. Soon after, other countries including Ethiopia, Indonesia (where the two affected airlines are based), Singapore, the United Kingdom, and the European Union followed China’s example and grounded the planes.
Historically, the FAA was the first to issue grounding orders, and other countries typically followed its lead. In fact, China would often ground aircraft only after the FAA had made its decision. However, in this instance, China took the initiative and grounded the 737 MAX without waiting for the FAA. Meanwhile, the FAA found itself in an awkward position, continuing to assert the 737 MAX's airworthiness even after the Ethiopian crash.
1. The US Was The Last Nation To Ground The Boeing 737 MAX
The United States was the last to ground the Boeing 737 MAX, making the decision three hours after Canada had already taken action and days after countries like China, Australia, Malaysia, Britain, and the European Union had done the same.
After the Ethiopian Airlines crash, many suspected a link between both accidents. Several countries swiftly banned the 737 MAX, but the US remained resolute in denying any connection between the two incidents.
The FAA initially stood by the Boeing 737 MAX, dismissing concerns about its safety. Dennis Muilenburg, CEO of Boeing, even reached out to US President Donald Trump to assure him that the plane was fit for flight. However, the growing pressure eventually forced the FAA to ground the aircraft.
