Only a few more sleeps and many of the questions on this forum will be answered. Count on Indonesia’s KTNT publishing final accident report on JT610, or at least a comprehensive update, by end of October.
After loss of AirAsia QZ8501 in December 2014, KTNT met ICAO’s 12 month reporting deadline. See https://www.bea.aero/uploads/tx_elyd...XC-reduite.pdf.
KTNT will identify all “Contributing Factors” rather than a single cause. Some JT610 factors will be quite similar to QZ8501; e.g. defect reporting, maintenance, upset training and competencies, startle/CRM.
KTNT can lift other factors straight from Joint Authorities “Technical Review of Boeing 737 MAX Flight Control System”. The review has 51 pages of “Observations, Findings and Recommendations” about inadequacies of MAX certification. These are all issues that should have been resolved before aircraft was certificated; not after 347 died (I include the Indonesian diver who died during FDR recovery). Indeed the issues would have been resolved had each Authority independently validated Boeing/FAA Corp’s certification, as was normal before mutual recognition.
NTSB is contributing to JT610 investigation as “Accredited Representative for State of Manufacture & Design”. So KTNT is sure to reference NTSB’s recent Safety Recommendation Report “Assumptions Used in the Safety Assessment Process and the Effects of Multiple Alerts and Indications on Pilot Performance”.
Also, after battery fires on Boeing 787, NTSB was probably peeved that its Investigation Report 2014/AIR1401 on deficient
ODA certification went unheeded. Hopefully NTSB gets KTNT to report forcefully on ODA certification of 737 MAX.
Boeing/FAA Corp. will read KTNT report before it’s released. PR will be primed.