The latest version of the 737 jetliner was plagued by a series of mistakes, mismanagement and deception in the certification process.
As similar circumstances in both crashes came to light, the 737 Max has remained grounded worldwide. The FAA and other global aviation safety agencies are reviewing Boeing's improvements to decide whether to allow it to fly again.
As early as 2012, a Boeing test pilot found it took 10 seconds to deal with an uncommanded activation of the MCAS system, which was deemed to be"catastrophic," the report discloses. The 737 Max's chief engineer said he approved MCAS without really understanding it, the report states, a reflection of a management system in which he had overall authority, but most of the engineers on the project reported directly to others.
"During the period between the crashes, the FAA repeatedly justified its decision not to ground the 737 MAX saying that it did not have appropriate data to make that determination. That judgment proved tragically wrong," the report states. On four occasions that the committee found, the Boeing workers charged with informing the FAA of any issues that cropped up in the development of the new jetliner failed to pass on the information to the agency, raising questions about whether employees charged with such duties have a conflict of interest.
Yet Boeing executives pushed to make sure airlines wouldn't have to include simulator training for pilots on the Max despite the inclusion of MCAS. Instead, they were allowed to learn about the new cockpit system from a tutorial on their laptops. Simulator training would have cost more. Similarly, mention of MCAS was kept out of pilot manuals. It was supposed to work seamlessly in the background.
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