The Miracle on the Hudson pilot Captain Chesley & # 39; Sully & # 39; Sullenberger, who saved 150 people by landing on the Hudson River, said that Boeing should provide more training for pilots and never the & # 39; fatally flawed & # 39; 737 MAX aircraft was allowed to fly.
Sully witnessed in a conference panel on Wednesday what can be done to prevent further tragedies after the two Boeing crashes claimed more than 300 lives in the last year.
In both incidents, one in Indonesia and one in Ethiopia, an automated flight control system known as MCAS failed and sent the 737 MAX & # 39; s to a submarine that pilots could not prevent by sending incorrect sensor data to the cockpit, suggesting that it flew on a plane corner that it wasn't.
Many have blamed Boeing for the disasters and the company has apologized, but the crashes have revealed several disturbing facts about how it does business.
The crashes showed that safety provisions were not required by law and were sold by Boeing as optional extras.
Captain Chesley & # 39; Sully & # 39; Sullenberger, the pilot of the & # 39; Miracle on the Hudson & # 39; testified on Wednesday for a conference panel on Boeing's 737 MAX plane
Neither aircraft had them as a result. One was an indicator that displays the readings of the two wing sensors side by side. The other was a & # 39; disagree light & # 39; that was activated when the sensors were at odds.
Not only were the functions optional, one – the safety light – didn't work well on the planes that had it and Boeing knew it. The company has apologized because it is not more transparent.
On Wednesday, Captain Sully closed the entire system and accused airlines of not being aware of information about their planes, not only for the general public, but also for the pilots operating them.
& # 39; Our current aircraft design and certification system has failed us. It is clear that the original version of MCAS was fatally flawed and should never have been approved, & he said.
Sully added, however, that it was up to airlines to confront pilots with scenarios they have never seen before in training, to reinforce their responses to potential tragedies.
Sully was accompanied by Capt. Dan Carey from the Allied Pilots Association (left), Sara Nelson from the Association of Flight Attendants and former FAA administrator Randy Babbitt to give testimonials to legislators on how the industry can be improved to create a similar tragedy. not happen again
& # 39; We have to do much more. In my career I have seen a huge tsunami of change in technology and training.
& # 39; I have seen certain trends. One is the reduction in information about their systems compared to years ago, & he said.
Sully added that the FAA should instruct airlines on how to train staff, saying: & # 39; Airlines need incentives to provide more training in an operational flight scenario.
& # 39; Give them multiple challenges they have never seen before, requiring them to have a creative reserve where they need to apply what they know to solve a problem & # 39 ;, he said.
Previously, he also accused airlines of outsourcing aircraft maintenance.
& # 39; For economic reasons, airlines have outsourced much of their heavy maintenance, which was previously done by their own employees, with their own supervisors, now to oversee locations where the FAA operates, Even though it has the budget and staff to visit, it is virtually impossible for them to arrive unannounced.
& # 39; There is also a problem in the counterfeit parts industry.
In 2009, Sully landed an Airbus A320 on the Hudson after one of the aircraft's engines failed. All 150 passengers and the extra crew survived. They are shown rescued by a ferry while standing on the wings of the aircraft
A Boeing 737 MAX at the Boeing plant in March of this year. The fleet was grounded after the two crashes, but the manufacturer is eager to get it back in the air
NOW BOOING IS TWISTED PILOTS ARE NOT STRICTLY ENOUGH FOR 737 MAX PLANS
There may be delays in retrieving Boeing's 737 Max jets in the air due to concerns that average pilots are physically strong enough to turn an emergency crutch into the aircraft, sources claim.
Concern has been expressed about the difficulty of operating the 737 Max's trimming system, a manual crank that can help change the angle of the jet nose.
Regulators have expressed concerns about pilots who may not have sufficient physical strength to turn the pendulum in extreme emergencies, sources at the Wall Street Journal said.
In particular, there were concerns about whether female pilots would have difficulty turning the crank. But the sources said there were no plans to prohibit pilots from allowing the fighter jets to fly solely on the basis of their strength.
The sources said the internal debates could lead to a delay in retrieving the 737 Max jets back in the air after they were grounded after two crashes of the aircraft killed 346 people.
However, the Federal Aviation Administration said the trial was not delayed by concerns about the strength of pilots.
They acknowledged that it was a known problem that was being looked into.
It comes as American pilots called for improved pilot training on the Max jets prior to bringing the plane back during a congress hearing on Wednesday.
& # 39; There are a number of running system issues that have never been solved & # 39 ;, he said.
Sullenberger has said in the past that Boeing is more concerned with the product and selling than with giving pilots sufficient information about how they work for it to serve them safely.
In 2009 he rescued all 150 passengers and the crew aboard his Airbus A320 after birds flew into one of the aircraft's engines, causing him to fail by making an emergency landing on the Hudson.
He was then interrogated for a decision during a series of hearings, but has since been universally regarded as a hero, many of whom have admitted his quick thinking for saving everyone's life.
Others on the panel on Wednesday have explained how American pilots received strong training from both the airlines they worked for and the military, others do not get the same tools to deal with emergencies.
When legislators suggested that it was unfair to blame pilots for software errors, Sully argued that it was not the pilot who was the culprit, but the lack of training and information they had received that could lead further tragedies if the industry failed is more heavily regulated.
& # 39; Asking whether this was a pilot error or design error does not really answer the right question.
& # 39; Human performance is variable and dependent on the situation, & # 39; he said.
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