The fresh details of the design of the MCAS system from the NTSB are included in a final report by Indonesian officials into the Lion Air crash. Well known, former NTSB crash investigator and air safety expert Greg Feith, says the Indonesian NTSC 322-page report, issued last month, into the LionAir […] Boeing statement on final Lion Air flight 610 crash report.

All rights reserved. In addition, MCAS will now only turn on if both AOA sensors agree, will only activate once in response to erroneous AOA, and will always be subject to a maximum limit that can be overridden with the control column,” Boeing said in the statement.An eventual return to service of the 737 MAX is still undetermined, although upon reporting its third quarter earnings on Oct. 23, Boeing indicated it is still anticipating that to occur in the fourth quarter of 2019. A work order cited in the report notes that the goal of the repair was to prevent the appearance of erroneous speed and altitude indications on warnings on the primary flight display. This immediate [21-degree] delta indicated that the AOA sensor was most likely improperly calibrated at Xtra Aerospace,” the report said.Several hours after KNKT published its report, the FAA issued a “Xtra failed to comply with requirements to repair only aircraft parts on its list of parts acceptable to the FAA that it was capable of repairing. You can remove any cookies already stored on your computer, but these may prevent you from using parts of our website.Use the slider below to see the different types of cookies you can choose to allow. The report shows that the plane did, in fact, hit a front of extreme weather. The FAA’s enforcement action is separate from the KNKT’s investigation and report of the Lion Air Boeing 737 Max accident and is not an indication that Xtra was responsible for the accident.
Former NTSB crash investigator is highly critical of the Indonesian NTSC report and the primary conclusion that the MCAS software caused the crash of LionAir Flight 610 in October last year.Well known, former NTSB crash investigator and air safety expert Greg Feith, says the Indonesian NTSC 322-page report, issued last month, into the LionAir 737MAX tragedy presents an in-depth account of the “factual” information developed during the course of the investigation.However, Feith says of the report, “there are so many flaws in logic, failures to properly analyze the facts, and failures to hold persons or organizations accountable and much more.

Amid the investigation,  Boeing replaced Kevin McAllister with Stan Deal as the new president and CEO of its commercial airplanes division.We have been cooperating closely with the FAA throughout its investigation and though we have reached a settlement with the FAA, we respectfully disagree with the agency’s findings. We have placed cookies on your device to enhance your browsing experience. The Lion Air flight was captained by 31-year-old Bhavye Suneja, a native of India who had logged 6,000 flight hours. They (NTSC) obviously reverse-engineered the “facts” to support their preconceived conclusions that the airplane and MCAS are to blame,” said Mr Feith.“The NTSC stated the pilots, especially the First Officer, had significant training deficiencies and lacked basic flying skills. These two pilots had no business being in the cockpit and the airplane should not have been operated because of all the maintenance issues that began at the beginning of October, and were not corrected, making the airplane unairworthy.”Feith questions the NTSC’s silence regarding “the oversight by the Indonesian DGCA and the accountability of LionAir, especially after the airline had several serious incidents and accidents in the past 6 years.Mr Feith’s views are supported by a well-respected Airbus training captain, who told AirlineRatings.com the first officer “could not fly”.“The report on the FO is an eye-opener as he is constantly very poor in all phases of operating an aircraft,” the training captain said.“The report indicates a lot of additional training in standard operating procedures and emergencies and this was repeated on almost every subsequent training session but the problems were never resolved.“There is a continual mention of a very poor instrument scan which was also never resolved. That flight crew stopped the activation of the MCAS system by switching the MAX’s stabilizer trim to “cut out”, according to the report.Although the flight crew reported malfunctions to the maintenance team once they landed, they did not report the activation of the stick shaker and how they moved the stab trim to cut out. © Copyright 2019 AirlineRatings.com Highly respected aviation experts critical of Lion Air pilots and crash report That lead to the replacement of the aircraft’s AOA sensor with the one repaired by Xtra Aerospace that had the 21-degree bias, which was actually undetected by Lion Air’s maintenance team.The next flight of PK-LQP would take it from Manado to Jakarta where it would eventually perform the fatal Oct. 29 flight the next day. In the case of JT610, the misaligned angle of attack sensor further complicated the situation.“During the accident flight erroneous inputs, as a result of the misaligned resolvers, from the AOA sensor resulted in several fault messages (IAS DISAGREE, ALT DISAGREE on the PFDs, and Feel Differential Pressure light) and activation of MCAS that affected the flight crew’s understanding and awareness of the situation,” the report said.A key disclosure in the report is the review of flight operations quality assurance (FOQA) and maintenance records for the JT610 aircraft showing that in October 2017, the right-side AOA sensor it was operating with was repaired by Miramar, Florida-based Xtra Aerospace.

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