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Recent Articles about Problems at Boeing, Including the 737-Max Series

April 3, 2019 4 comments

As some of you might remember, I recently wrote about how the 737-Max series fiasco at Boeing is just another symptom of late capitalism and the terminal decline of USA. Turns out, it was more prescient than I first realized. Here are links to a few more recent posts by journalists and industry-insiders which go into some detail about issues mentioned in my original post. As you will, the 737-Max fiasco is the symptom of a much larger systemic corporate problem at Boeing.

Pontifications: I don’t know what to make of this -Post details similar problems occurring with other commercial airlines being developed and built by Boeing over past decade. He thinks Boeing can get back (american exceptionalism?), but I would not be so sure.

Four concurrent commercial airplane programs (the KC-46A being a hybrid between commercial and military) each had trouble. Two of their last four airplanes have been grounded by regulators. A third airplane had such poor quality control the customer stopped taking delivery. Three of the four were years late. What’s going on here? Boeing resources were clearly stretched too thin. Billions of dollars were going out the door in cost overruns. Were bad management decisions made by the bean-counting McNerney regime? Was there something systemic happening? Or just a run of bad luck and bad timing? I know people will say bad luck is just a myth, but sometimes (as the saying goes) [stuff] happens.

Whistleblowers in 737 Max Case Say FAA Was Lax in Inspector Training – No shit! That is what happens when ivy-league educated CONartists with little to background in engineering think they are smarter than their engineers. Also, this won’t stop Boeing from making the same “mistakes” again- they will just get better at covering them up.

“Multiple whistleblowers” provided the committee with information alleging that “numerous FAA employees, including those involved in the Aircraft Evaluation Group for the Boeing 737 MAX, had not received proper training and valid certifications,” Senator Roger Wicker, a Mississippi Republican, said in a letter to the FAA’s Acting Administrator Daniel Elwell Tuesday. Those claims and two 737 Max crashes since October that have killed 346 people prompted Wicker to launch an investigation into potential connections between training and certification shortcomings and the FAA’s evaluation of the airliner, he said in his letter, which was released by the committee Tuesday.

U.S. Air Force Again Halts Delivery of Boeing’s Tanker Over Debris – Turns out the quality of Boeing airlines, even those sold to the USAF, has a lot in common with american cars made during the late 1970s. Maybe destroying unions and employing poorly-paid workers was not a smart idea. Nah.. just kidding, killing unions made tons of extra cash for the top management and some shareholders. Don’t worry, capitalism and managerialism is safe..

The Air Force has stopped accepting deliveries of Boeing Co.’s new refueling tanker aircraft for the second time in a month because of debris found in closed compartments, according to Secretary Heather Wilson. The halt in deliveries of the KC-46A Pegasus is the latest issue to plague the $44 billion effort to create the first U.S.-built flying gas station for the Pentagon’s fleet since the KC-10A Extender in 1981.

Disaster and the Boeing CEO – Ever wonder why CEOs, nowadays, seem to have no understanding of what the corporation they head actually does? Me too..

McNerney came to Boeing in 2005 from 3M after two previous CEOs resigned. The Dreamliner was the company’s moonshot product, the first commercial jetliner to use lightweight carbon composites and electrical systems powered by lithium-ion batteries.But production delays forced the company to deliver its first plane three years behind schedule, in 2011. Then in January 2013, an empty plane caught fire at Boston’s airport, and nine days later a plane in Japan made an emergency landing after pilots detected a burning smell. The FAA grounded the 787 for four months

and it turns out that the Ethiopian airline pilots did actually do exactly what Boeing recommended when the aircraft started to become uncontrollable. Death by poorly designed software?

737 Max 8 Anti-Stall System Reactivated After Being Manually Disabled – Remember that this occurred a few months after they first claimed the MCAS system was “fixed”.

The Wall Street Journal reports a slightly different sequence of events. It states that the pilots initially disabled the system (following Boeing’s recommendations) but were unable to regain control of the aircraft. The system was either manually reactivated by the pilots themselves as part of an absolute last-ditch effort to recover the aircraft or came back online automatically. The WSJ points towards the former conclusion, while Reuters appears to have heard the latter. Either way, we now know the pilots reportedly disabled the system properly, yet were either unable to regain control of the aircraft after it had activated or unable to prevent it from activating again. The reasons why this happened are themselves still unknown.

If this is how Boeing treats safety issues and concerns for their most popular airliner series, I wonder how they design, test and build their “innovative” newer airliners.

What do you think? Comments?

737-Max Fiasco is about Late Capitalism and Terminal Decline of USA

March 13, 2019 30 comments

By now, almost everyone of you must have heard about the 737-Max fiasco. In case you have not, let me quickly summarize it. About six months, a 737-Max 8 airliner with barely 800 flight hours crashed in Indonesia resulting in the death of all 189 people on board. Even at that time, this incident raised many eyebrows- largely because it was barely 3 months old in addition to being the most recent version of the long-running 737 family of airliners. The crash was subsequently determined to be the result of undesired behavior by a new automated trim control system. At that time, Boeing promised current and future customers of its new ‘737 Max’ series that the trim control problem would be fixed by a software update or something along those lines.

And then about three days ago, another 737-Max 8 went down under similar circumstances killing all 157 people on board. While we do not, yet, have the final report on this accident- it appears that this particular crash (too) occurred within a few minutes of takeoff and had something to do with the automated trim control behaving in an anomalous manner. Which brings us to the first question regarding this pair of airplane crashes- How does a large corporation such as Boeing with decades of experience building tens of thousands of airliners manage to build an updated version of the venerable 737 with bad flight characteristics during takeoffs and landings. In case you are wondering, dozens of incident reports from all around the world, including USA, filed during the past year about this version of the 737 have reported similar problems.

But what does any of this have to with late capitalism and the terminal decline of USA? A couple of poorly designed airliners falling out of the sky and killing over 300 people, while tragic, is by no means a harbinger of national collapse.. right? Well.. let me put it this way- I see it as another sign of the ongoing terminal death spiral of USA, at least of the form it exists in today. To better understand what I am talking about, let me ask you another question- At what point did people in USSR stop becoming optimistic about their future? The answer to that question is.. sometime in the mid-1970s. But why then and not during WW2 or the early 1950s when material conditions were far worse? Well.. because people will persevere in face of adversity if there is a realistic hope for a better future, but they won’t care about a system if there is no hope for one.

But how did this societal malaise manifest itself? Well.. in many ways and a multitude of areas. The one common thread which ran through most of them was a slow but steady degradation of pre-existing capabilities. Apparently, the quality of things built during that era, from apartments, cars, consumer appliances to unmanned space-probes and commercial aircraft, well.. basically anything not absolutely essential to survival of the existing government, went down. I have long held the view that post-2008 USA is increasingly like ex-communist countries in Eastern Europe after the early 1970s. Think about it- youth who do not see a brighter future for themselves.. check. An out-of-touch elite who want to maintain the status quo.. check. Widespread despair and slow decrease in life-expectancy.. check. Rampant alcoholism or drug addiction.. check. Increasing crapification of consumer products and services.. check.

I could go on, but you get the point. But how does the 737 Max fiasco fit in this picture? Let me explain.. but before we do that, let me give you a quick historical primer about the 737 family of aircraft so you can better appreciate what I am talking about. The project to develop the 737 was started by Boeing in the mid-1960s because they wanted a bigger 727 that could fly a bit further. At that time, Boeing had already making the 707 for longer routes, 720 for medium distance routes and the 727 for short hauls. In case you are wondering, all three of these aircraft were powered by turbojet or first-gen turbofan engines. And yes.. this fact is relevant. The 737 was originally designed to use first-gen and therefore low-pass turbofans. While these engines were less efficient and more fuel hungry than later high-pass turbofans, they were also far slimmer.

Some of you might wonder as to what this fact has to do with the current 737 Max fiasco. The answer is.. a whole fucking lot! Because Boeing wanted an airliner that was simple to operate, easy to repair and with a high dispatch reliability, they made some design choices. Specifically, they built an aircraft which sat pretty close to the ground- something that was possible because of the slim first-gen turbofan engines (-100 and -200). And it worked very well. After a somewhat slow start, sales picked up and it became pretty popular. But then Airbus came on the scene and its 310 series started providing competition for the 737. Boeing responded by developing the 737-Classic (-300, -400 and -500). This is also where they first faced the problem of how to install a fat high-bypass turbofan in a low-slung design meant for older and slimmer turbofans. They did it with some ingenious shaping and positioning for the new engine and it worked.

The next major update, aptly named the 737 Next Gen (-600, -700, -800 and -900) proved to be their most successful. Its engines were a bit less fatter than the Classic series, while being more efficient. It, however, proved to be the furthest they could safely stretch their original design. For a decade or so, this design was in a happy sales equilibrium with members of the Airbus 320 family. And then Airbus started developing the Airbus 320neo. It offered considerable fuel savings, lower noise levels and a longer range than its predecessors. But most importantly Airbus was able to develop it without spending a ton of money because the original design it was based on (the 320) could easily accommodate even wider turbofan engines. Remember that the 320 was developed after 2nd gen turbofan engines were developed.

Anyway, this forced Boeing to update the 737- with even wider and more efficient turbofan engines. The thing is, they had two choices. They could either use their institutional knowledge and ability to build a new design from scratch or they could just try to somehow shoehorn the new big-ass engine into the 737 design template. They chose the latter option for reasons that had everything to do with financial considerations. Through a combination of “clever” placement of the extra-fat engines, a slight height increase in their landing gear and a bit of wing redesign- they were able to develop a design that checked all the boxes their bean-counters cared about. However physical reality is a bitch and the new design had a less-than-optimal weight distribution and flying characteristics. Loathe to abandon something that almost worked, they decided to use a software solution to improve its flight characteristics.

Enter the Maneuvering Characteristics Augmentation System (MCAS). Without going into too much detail, this system was not well implemented and caused problems when the aircraft changed altitude rapidly such as during takeoff and landing. Furthermore, the issues with this system were not consistently reproducible- which is a fancy way of saying that the system misbehaved in an unpredictable manner. Also, the new cockpit interface which came with his update was different from the one in its predecessors and it took multiple steps to switch it off and the MCAS was automatically turned back on after each flight. Did I mention that the new manuals and checklists did a poor job of explaining the updated interface and this system.

In summary, Boeing built upon an old design template to save money resulting in problematic flying characteristics. To make matters worse, the hardware and software components of their auto-trim system (meant to fix poor flying characteristic) was inadequately engineered and poorly implemented. The user interface through which this system could be overridden was unfamiliar, poorly designed and even more poorly documented. On the bright side, a bunch of senior Boeing executives made a shitload of money and performance bonuses. And this is what happens when you run a company based on the whims and series of MBAs, bean-counters and other ivy-league scam artist as opposed to listening to and respecting the judgment of your engineers.

What do you think? Comments?