MAX - Mer uheldig "fallout" for Boeing - Curt Lewis

Before Ethiopian Crash, Boeing Resisted Pilots' Calls for Aggressive Steps on 737 Max

An American Airlines Boeing 737 Max 8 in Miami. The airline's pilots union asked Boeing in November to take an emergency measure that would likely ground the Max. Company executives pushed back.

Weeks after the first fatal crash of the 737 Max, pilots from American Airlines pressed Boeing executives to work urgently on a fix. In a closed-door meeting, they even argued that Boeing should push authorities to take an emergency measure that would likely result in the grounding of the Max.

The Boeing executives resisted. They didn't want to rush out a fix, and said they expected pilots to be able to handle problems.

Mike Sinnett, a vice president at Boeing, acknowledged that the manufacturer was assessing potential design flaws with the plane, including new anti-stall software. But he balked at taking a more aggressive approach, saying it was not yet clear that the new system was to blame for the Lion Air crash, which killed 189 people.

"No one has yet to conclude that the sole cause of this was this function on the airplane," Mr. Sinnett said, according to a recording of the Nov. 27 meeting reviewed by The New York Times.

Less than four months later, an Ethiopian Airlines flight crashed, killing all 157 people on board. The flawed anti-stall system played a role in both disasters.

Boeing is facing intense scrutiny for the design and certification of the Max, as well as for its response to the two crashes. There are multiple investigations into the development of the Max. And in recent days, unions representing pilots from American Airlines and Southwest Airlines have received federal grand jury subpoenas for any documents related to Boeing's communications about the jet, according to three people with knowledge of the matter.

The Federal Aviation Administration is also under fire for its role in approving the Max, and its decision to wait for days after the second crash to ground the plane. At a Wednesday congressional hearing, lawmakers will grill federal regulators about how the Max was certified.

Boeing declined to comment on the November meeting. "We are focused on working with pilots, airlines and global regulators to certify the updates on the Max and provide additional training and education to safely return the planes to flight," the company said in a statement.

American Airlines said in a statement that it was "confident that the impending software updates, along with the new training elements Boeing is developing for the Max, will lead to recertification of the aircraft soon."

Mike Sinnett, a Boeing vice president, balked at taking a more aggressive approach to issues with the 737 Max during a meeting with American Airlines pilots in November.

The hourlong November meeting, inside a windowless conference room at the Fort Worth headquarters of the American Airlines pilots' union, was confrontational at times. At the table was Mr. Sinnett, along with Craig Bomben, a top Boeing test pilot, and one of the company's senior lobbyists, John Moloney. They faced several union leaders, many of them angry at the company.

Michael Michaelis, an American pilot, argued that Boeing should push the F.A.A. to issue what is known as an emergency airworthiness directive.

The F.A.A. had already issued one directive after the Lion Air crash, instructing airlines to revise their flight manuals to include information on how to respond to a malfunction of the anti-stall system known as MCAS. But Mr. Michaelis pushed Boeing to consider calling for an additional one to update the software.

Such a procedure would have required Boeing and airlines in the United States to take immediate action to ensure the safety of the Max, and would have likely taken the jet out of service temporarily.

"My question to you, as Boeing, is why wouldn't you say this is the smartest thing to do?" Mr. Michaelis said. "Say we're going to do everything we can to protect that traveling public in accordance with what our pilots unions are telling us."

Mr. Sinnett didn't budge, saying that it remained unclear that the new software, which automatically pushes the plane's nose down, was responsible for the Lion Air crash. He added that he felt confident that pilots had adequate training to deal with a problem, especially now that pilots - who were not initially informed about the new system - were aware of it.

"You've got to understand that our commitment to safety is as great as yours," Mr. Sinnett said in the meeting. "The worst thing that can ever happen is a tragedy like this, and the even worse thing would be another one."

The pilots expressed frustration that Boeing did not inform them about the new software on the plane until after the Lion Air crash.

"These guys didn't even know the damn system was on the airplane, nor did anybody else," said Mr. Michaelis, the union's head of safety.

Another American pilot, Todd Wissing, expressed frustration that no mention of the system had been included in the training manual for the 737 Max.

At the meeting, Boeing executives acknowledged they were looking into potential flaws in the design of the jet.

"I would think that there would be a priority of putting explanations of things that could kill you," Mr. Wissing said.

The Boeing executives, Mr. Sinnett and Mr. Bomben, explained that the company did not believe that pilots needed to know about the software, because they were already trained to deal with scenarios like the one on the doomed Lion Air flight. All pilots are expected to know how to take control of an aircraft when the plane's tail begins moving in an uncontrolled way because of a malfunction, nudging the aircraft toward the ground.

"The assumption is that the flight crews have been trained," Mr. Sinnett said in the meeting. He added later: "Rightly or wrongly, that was the design criteria and that's how the airplane was certified with the system and pilot working together."

When the pilots pressed Boeing to consider encouraging the F.A.A. to issue an emergency airworthiness directive, Mr. Sinnett made the case against moving too quickly.

"We don't want to rush and do a crappy job of fixing the right things and we also don't want to fix the wrong things," Mr. Sinnett said, later adding, "For flight-critical software, I don't think you want us to rush, rush it faster."

Mr. Sinnett acknowledged that the company was looking into potential mistakes in the design of the jet.

"One of the questions will be, is our design assumption wrong?" Mr. Sinnett said. "We're going through that whole thought process of, were our assumptions really even valid when we did this?"

But he remained steadfast that pilots should know how to handle a malfunction of the new software on the plane, given their existing training.

As the meeting was concluding, Dennis Tajer, spokesman for the union, asked the Boeing executives whether they were still confident in the Max.

"Do you feel comfortable that the situation is under control today, before any software fix is implemented?" he asked.

Mr. Sinnett replied immediately: "Absolutely."

F.A.A. Chief to Face Boeing Questions at House Hearing


Daniel Elwell, left, the acting head of the Federal Aviation Administration, and Robert L. Sumwalt, chairman of the National Transportation Safety Board, at a Senate hearing in March. Both will appear before a House committee on Wednesday.

The acting administrator of the Federal Aviation Administration will face questions from members of the House Transportation Committee on Wednesday about the regulator's role in approving Boeing's now-grounded 737 Max airplane to fly.

It will be the first in a series of hearings that House Democrats plan to hold on the troubled jet, which was grounded in March after an Ethiopian Airlines 737 Max crashed shortly after takeoff from Addis Ababa, killing all 157 people on board. Less than five months earlier, a Lion Air 737 Max flight went down in Indonesia, killing 189 people. A flawed anti-stall system known as MCAS, which was new to the Max, played a role in both disasters.

Daniel Elwell, the F.A.A.'s acting administrator, will appear alongside the chairman of the National Transportation Safety Board, Robert L. Sumwalt.

Also on Wednesday, the Senate Commerce, Science and Transportation Committee will question Stephen Dickson, the former Delta Air Lines executive whom President Trump has tapped to permanently lead the F.A.A., about the plane.

Representative Rick Larsen, a Democrat from Washington who heads the Transportation Committee's Subcommittee on Aviation, said he would press Mr. Elwell on the agency's designee authorization process, a decades-old program that relies on employees at aircraft manufacturers to assist in certification. He also plans to question Mr. Elwell about the F.A.A.'s role in the development of pilot training procedures for the 737 Max, which did not include explicit mention of the MCAS system.

"The committee's investigation is just getting started, and it will take some time to get answers, but one thing is clear right now: The F.A.A. has a credibility problem," Mr. Larsen said in statement on Tuesday. "Congress has an obligation to the traveling public and the victims of these accidents and their families to ensure the safety of air travel."

Over the past two months, the committee's chairman, Representative Peter A. DeFazio, an Oregon Democrat, has requested a trove of documents from the F.A.A. and Boeing regarding the inspection process and the review undertaken to determine the safety of MCAS. He is especially focused on why Boeing did not require pilots to undergo further training with the anti-stall system.



Boeing 737 Max airplanes at the Boeing Factory in Renton, Wash. "The committee's investigation is just getting started," said Representative Rick Larsen, a Democrat on the House Transportation Committee.

Mr. DeFazio has received none of the requested documents, although the F.A.A. is expected to begin releasing documents to the committee soon. It is not clear when Boeing intends to reply.

Senator Edward J. Markey of Massachusetts, a Democrat on the Commerce, Science and Transportation Committee, also sent a request to Boeing for answers on its procedures. He has received a two-page later referring to Mr. Elwell's previous public statements but providing little new information.

Mr. Markey has invited Michael Stumo, the father Samya Stumo, 24, a Massachusetts resident who died in the Ethiopian crash, to Wednesday's hearing on Mr. Dickson's nomination, a spokeswoman said.

Mr. Elwell defended his agency during a contentious Senate hearing about the F.A.A.'s oversight of the 737 Max on March 27. Senator Ted Cruz, the Texas Republican who chairs the commerce committee's aviation subcommittee, grilled him about the certification process.

"There have been longstanding concerns that have been raised about the closeness of the F.A.A. with Boeing," Mr. Cruz said at the time.

"At this point, we don't know that's what caused this, but on the face of it, it certainly seems inadequate," he added. "The pilot training material did not raise the details of this new system."

During the Senate hearing, Mr. Elwell estimated it would cost taxpayers an additional $1.8 billion to use federal inspectors to certify all aircraft under the agency's purview, and require hiring 10,000 new F.A.A. employees.

"Despite what you might read in the press, I believe the F.A.A. still is the gold standard, still has the credibility around the world to make change," said Mr. Elwell, a former aviation industry lobbyist.