Canada will validate
Boeing 737 MAX design changes on Thursday
Canadian air-safety
regulator Transport Canada will announce Thursday its approval of the
Boeing 737 MAX design changes that were developed after two crashes killed
346 people in Indonesia and Ethiopia.
In a message
Wednesday to the families of the Canadian victims of the Ethiopian crash,
Nicholas Robinson, director general of Transport Canada, wrote that his
agency “has now completed our independent review of the design changes and
we have notified the FAA today that we have validated these changes with some
unique Canadian differences.”
It’s one of the
final steps in the process of clearing the plane to fly again in Canada,
though that won’t be complete until Transport Canada issues a formal
airworthiness directive and pilot-training requirements.
Robinson said that
final clearance is expected in January.
Robinson’s message
assured the families that “our process and review to validate these changes
has been comprehensive; that our decisions have been independent and driven
by the analysis of our globally recognized certification experts; and that
we are confident in our validation outcome.”
The imminent
Canadian clearance of the MAX comes despite recent criticism of Transport
Canada’s oversight in the Canadian parliament.
Legislators
highlighted a Transport Canada document, a copy of which was obtained by
The Seattle Times, that revealed the agency’s test pilots had asked for
clarification of the aircraft’s stall-handling system after a MAX
certification flight back in 2016.
However, as revealed
in a May 2017 memo, the agency deemed the issue not critical and agreed to
a Boeing request to go ahead with certifying the MAX in June 2017 — though
still without a response to its question — so that Boeing could meet its
delivery schedule to Air Canada.
After the Lion Air
crash in October 2018, Boeing told airlines for the first time of the
existence of a new flight control system that went awry and caused the
crashes — the Maneuvering Characteristics Augmentation System (MCAS).
A Transport Canada
memo written a month later shows the agency felt it had been misled during
the original certification in that how MCAS functioned was relevant to the
question raised by the 2016 flight tests.
In a parliamentary
committee hearing last month, David Turnbull, director of National Aircraft
Certification at Transport Canada, told Canadian MPs that the agency was
provided insufficient information about MCAS during certification in 2016
and 2017.
“Certain aspects of
how the MCAS system functioned were not particularly made available by
Boeing,” he said.
“In retrospect, we
can look back at that and we can acknowledge that it was an aspect of the
original certification that was not done properly,” he said. “We got the
information that we got and we based our decision on the information that
was available at the time.”
“We have learned an
awful lot since then; there’s no question,” Turnbull added.
Turnbull has made
the decision to revalidate the MAX.
“Obviously we have
learned some lessons here — so has the FAA,” he said. “We’re going to be
applying those lessons … for the future that may result in our taking a
greater depth of review.”
Extra Canadian
requirements
The “unique
differences” Robinson mentioned refers to the fact that Canada will demand
further MAX design enhancements of Boeing beyond those required by the U.S.
Federal Aviation Administration (FAA).
One such difference
mentioned by Turnbull in the parliamentary hearing is that Transport Canada
will require that a MAX pilot be able to silence a “stick shaker” warning —
a heavy and loud vibration of the control column that warns of a possible
stall. The stick shaker was activated erroneously throughout both MAX
flights that crashed, adding to confusion in the cockpits.
To avoid such severe
distraction, Transport Canada wants Boeing — before the MAX’s return to
service — to include flight manual instructions and training in how to pull
circuit breakers to stop the stick shaker.
This will require
Boeing to add collars or paint to the specific circuit breakers, which are
in an overhead panel behind the pilots in the 737 cockpit, so the pilots
can find them quickly in an emergency.
According to two
people with knowledge of the matter, the FAA doesn’t favor pilots having to
reach up and back to pull circuit breakers in an emergency.
In June, Annie
Joannette, a spokesperson for Transport Canada, said Boeing is working on
an alternative, long-term fix that could be implemented after the jet is
back in service and that would allow deactivation “by means other than
pulling the circuit breaker.”
Though Transport
Canada has not specified what other extra requirements it will stipulate,
Turnbull said it will have Boeing make “a number of future modifications.”
Agency spokesperson
Cybelle Morin said via email that “these differences will include
additional procedures on the flight deck and preflight, as well as
differences in training.”
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