Last month, as Boeing scaled new contracts for the 737 Max, horrific remains in Bishoftu, from the crashed Ethiopian Airlines Flight 302, witnessed the Dubai Air show in despair; the plane manufacturer had sealed another 70 contracts for the future. Still, the dreaded MCAS software is looking for a resolution at last. Two of the fatal Max 8 crashes have been reportedly caused by censor failures, accounted to software malfunctions. Hundred and fifty-seven people died inside flight 302, only months after Lion Air 610 crashed into the Java Sea with 180 passengers on board.
Both accidents are predisposed towards the highly sophisticated Maneuvering Characteristics Augmentation System (MCAS), an algorithm that prevents 737 aircrafts from steep take offs; or de-escalates the vehicle at its own will. However, there is more to Boeing accidents than just a co-incidental MCAS failure. Largely, it is only a consequence of political and economic interests.
While Boeing’s European competitor, Airbus, relaunched its A320’s in 2010, there were fewer changes in the operating manual. Airbus 320 Neo, as it was re-named, had larger engines on the wings, primarily designed for fuel efficiency. The Neo models claimed a whopping 7% increment in the overall performance; inviting thousands of orders worldwide. Consequently, Boeing’s market share of more than 35% was immediately under threat after Lufthansa introduced it for the first time in 2016. Despite of major competition from the A320, 737’s lack of ground clearance space, hindered for a major engine configuration. Nevertheless, Boeing responded to the mechanical challenge and introduced the MCAS for flight safety. As bigger engines in 737 was increasing the take-off weight, the MCAS would automatically re-orient the aeroplane’s steepness to avoid stall. Boeing’s lust to stay afloat in the competitive market, led by a robotic intrusion in flight controls did not fare too long. Flight investigations claimed that although Lion Air 610 was gaining altitude in normal circumstances, the MCAS read it wrongly; hence, pulling the aircraftlower, beyond the control of physical pilots. It was a design flaw, motivated by the need to overcome dwindling sales profits.
Neither is Airbus enjoying smooth performances over the years; it however has not performed as miserly as the 737. Indigo, a major Indian airline is the largest importer of A320 Neo; despite new technologies, it has been warned of repeating problems like momentary engine vibration. Months back, an Indigo flight stalled on its way from Kolkata to Pune, before being forced to return to its departure. Unlike the Boeing 737, Airbus malfunctioning does not lead to a major disaster. There is an element of mechanical interference available to pilots flying the European prototypes. Still, it is not everything that separates the two giants.
The Ethiopian disaster, scrutinized Boeing’s leadership at home; a congressional hearing concluded that after repeated attempts to warn the airline manufacturer to present information as transparently as possible, deaf ears have persisted. As the statement read, Boeing was hiding significant information away from airline companies and pilots. While it plans to resume sales in 2020, progress has been waning, in terms of improving the knowledge behind operating the 737 Max. The investigative hearing concluded that Boeing was manufacturing flying coffins.
Unsurprisingly, there is little amusement towards the development of airline sales around the world. Visibly, there is a band of companies, preferring the American manufacturer to the other. The politics is simple; it is merely about technological superiority, but more related with subsidies and after sales services. Regardless of whether Boeing will scrap the 737 Max or improve the software configuration, doubts have presided over choosing to fly altogether with choosing to fly a specific model. Air travel could not be safer in 2020. That claim is in serious trouble.