Boeing has agreed to pay a $200 million penalty to settle Securities and Exchange Commission charges that the company misled investors and the public about the safety of the 737 Max after two of On October 29, 2018, Indonesia’s Lion Air flight 610, a nearly new Boeing 737 MAX 8 jet, plunged into the Java Sea at 400 miles per hour, killing all 189 people on board. Eight days later Boeing issued a bulletin to all 737 MAX 8 and 737 MAX 9 operators stating that “erroneous angle-of-attack data” could result in “uncommanded nose-down movement of the aircraft and that this action can Boeing has promised a software fix to address some of the potential problems created by the MCAS. That’s too little, too late, of course, and it doesn’t address the even larger issue of how Pierson’s flagship report on the issue, “Boeing 737 MAX – Still Not Fixed,” dated Jan 20, 2021, explains that although the MCAS system may very well have caused both planes to crash, system-wide electrical defects that were never fixed during the manufacturing process may have caused MCAS to behave erratically. The fuselage blowout on Alaska Airlines’ Boeing 737 MAX 9: What we know Alaska Airlines cancels more than 160 flights after grounding Boeing MAX 9s VIEW FAA grounds MAX 9 jets; several Alaska Late in the development of the Max, Boeing decided to expand the use of MCAS, to ensure the plane flew smoothly. Boeing 737 Max 8 aircraft went missing just 13 minutes after takeoff from the Problem 2. Those sensors are critical. While some airplanes, particularly those from Boeing rival Airbus, have three such sensors that can work with one another in the case of an erroneous value, Boeing’s 737 MAX has just two, and the aircraft used only one of those sensors to trigger a new automated system — MCAS — that would force the nose of the plane down if the sensor indicated a Boeing’s 737 Max has been grounded since March after two accidents that killed 346 people in Indonesia and Ethiopia. Boeing has been working on a software fix for the MCAS and other problems The Boeing 737 MAX has stabilizer cutout switches marked as PRI (left) and B/U (right). With the MAX, Boeing added MCAS to the existing STS functionality. If Boeing kept the cutoff switches functionality intact, then turning off the right switch would disable both STS and MCAS, keeping the electric trim operable. r05O5o.

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