Back in March, did anyone genuinely think that the MAX would be on the ground for the neck end of 21 months?
The course of action was as predicted but the duration is not. We're still not through the training decree phase. I have to think that will be difficult to gain agreement on.
Reading the AD, one gets the impression that odds of recurrence have dropped due to emphasis on AoA disagree indicators and partial computer failure (indicated via a "borrowed" stab trim light, sigh) and clearer check lists, not to mention the actual MCAS fixes.
The other impression one gets is that the pilots of this aircraft will have to be on top of their game if/when an actual failure (let's say a bird clips the AoA or an actual stab trim runaway) happens. There still will be lots of check lists that will need to be performed in the presence of many distracting indications such as lights, horns, stick shakers, etc. Still lots of reliance on check lists being evaluated/prioritized/performed by stressed out people who may be the bottom of the barrel pilots at the bottom of the barrel airline who may be dealing with fatigue, illness, weather, etc.
Boeing's "mea culpa" was that they put too much workload on the pilots. By preparing the MAX for RTS they are now saying it no longer puts too much workload on the pilots. It surely helps that the plane won't repeatedly push its own nose down towards the ground in a way the pilots were not informed of, yet they still need to convince the authorities the remaining checklists and memory items aren't putting too much workload on the pilots. They and the authorities won't be able to use that excuse a second time.
Probably because the -7 and -10 are not certified and haven’t entered service. They will be certified with the changes already done
Yes. That would make sense.
I browsed the article today also.
I had understood that EASA would require a 3rd AOA source, and the -10 would not be certified until it was operational;
however there was no mention of such today.
Same reason. The airworthiness directive only applies to things needed to get the certified variants back into service. MAX-10 is not yet certified. Eventually there will be an Amended Type Certificat (ATC) to add it to the 737's type certificate. Presumably that's where the 3rd AoA source will be addressed, probably by referring to another Airworthiness Directive that will require that 3rd source on all MAXes.
I am not expecting Boeing to do anything other than what they are currently doing: Salvage what can possibly be salvaged. I feel sorry for all the staff at Boeing that has to go through this tumultous time, at the same time management should be docked from Bonus. Feel sick to my stomach that Dennis got away without even a slightest performance-based deduction of all his lucrative bonuses.
CEO pay in general is sickening, but in fact he did not get a 2019 bonus ( ref: https://www.phillytrib.com/news/busines ... c5007.html
I value your opinion very much, but on this issue I thing you are very wrong.
The only reason the MAX sold in the first place (and Boeing built it) was because the NEO was selling crazy and was sold out for the coming years.
Now with COVID anyone who wants a NEO can have one in relatively short time, hence no more need to take the 2nd best option to keep up with your competition.
Sorry, but delivery time is far from the only reason customers bought MAX.