fdr, #116,
MAX’s Return Delayed by FAA Reevaluation of 737 Safety Procedures
Thank you for the well considered views; interesting challenges.
A solution might require a combination of back-end and front-end fixes.
Adding relatively simple, low risk, minimum certification items at the back, ‘T’ strip, wedge, VGs, could restore the lost ability to move the trim wheel. Also can the severity of a trim runaway be limited (suggestions from other posters), less trim range, new - slower electric trim motor (then requires more, or predictive STS, autopilot issues).
I agree that change is never without risk, flight test surprise, or certification effort, particularly with an already highly modified variant aircraft, which may have less leeway for adjustment.
Front-end change should concentrate on the mechanics. What effect does the smaller trim wheel have, can this be changed, or the lever arm, or gearing be improved.
The human involvement might be the biggest challenge - the expected human contribution in mitigating high risk conditions; recognition, understanding, then choice of action. The accidents have challenged the fundamental beliefs in this area.
I disagree with the notion that the industry can turn the clock back. Even if the new variants are sufficiently similar to the original design, suggesting that trim runaway could be mitigated by training.
Times have changed (part of the problem). Piloting skill levels and range of experiences differ; not lower standards, but a sufficient standard to match the different challenges today, more complexity, more to know, to remember. People (pilots, regulators, manufactures) have not changed, but the conditions in which they work have, possibly with great effect.
‘
shrug it's shoulders’, not to walk away. There is an interesting argument to be made re ‘the greater good’, which could differentiate action between the NG and Max.
After 9/11, reduced air travel resulted in more road deaths because of change of travel method, more than might be expected from aircraft accidents. Thus, NG grounding could be involve greater risk from change in travel than the continued risk in service.
Not so easy for the Max because of the relatively shorter time scale, the accidents, and public knowledge of the Boeing FAA situation - emotional effect. Fix the Max; MCAS done, but trim runaway requires a lot of effort.
We should not expect the FAA to judge a NG and Max split; however, the collective authorities might be able to, being the next best thing to a world opinion short of governmental agreement via ICAO, with political and time scale problems.
But we should not misjudge the fickle public opinion, swayed by media or politically motivated; I doubt a quick resolution in any area