Can the 737 MAX Be Fixed?

The Boeing 737 MAX has been the subject of intense scrutiny since the series of high-profile accidents that cast a shadow over its safety record. While significant work has been done to address the issues, the question remains: can the 737 MAX truly be fixed, or is it doomed to remain controversial?

Addressing Systemic Issues

The problems with the 737 MAX were not just technical, but organizational. It was the responsibility of the entire organization to put the aircraft together, and fixing those systemic company-wide issues is not simple or quick. This organizational oversight is a critical component that affects the overall safety and reliability of the aircraft.

Addressing MCAS Concerns

One of the most contentious issues with the 737 MAX is the Maneuvering Characteristics Augmentation System (MCAS). Critics argue that MCAS should have an off switch, especially in situations where it malfunctions. This would provide a rapid human intervention in case MCAS behaves unpredictably. However, adding human reaction time can be risky, especially with such delicate systems.

Technical Solutions for MCAS

One proposed solution is to add a third sensor and use a technique called Triple Modular Redundancy (TMR) logic to disable the failing sensor. This approach would ensure that MCAS functions reliably without requiring rapid human intervention. Since Boeing has extensive experience with such systems, this solution is a viable technical fix.

Preserving the Benefits of Common Type Rating

The 737 MAX could be certified tomorrow if MCAS were removed, but doing so would break the business model of the airlines that wanted a new version of the 737, rather than a completely new aircraft model. The current 737 MAX shares key systems with other variants, allowing pilots to operate multiple models without needing separate qualifications. This common type rating (CTR) system is a significant advantage for airline operations.

Common Type Rating Importance

For instance, Southwest Airlines operates a fleet that includes various 737 models, from the 737-300 to the 737-800. Pilots can fly any of these models without needing a new type rating. Ryanair operates a similar system with 419 737-800s, allowing for greater operational efficiency. The 737 MAX’s design change, which affects its handling and pitch response, necessitated the addition of MCAS to maintain CTR requirements.

Conclusion

The 737 MAX’s problems are multifaceted, and while technical fixes are possible, the real challenge lies in the organization responsible for the aircraft. Finding a solution that preserves the operational benefits of the common type rating while addressing safety concerns is the key to making the 737 MAX a safe and reliable aircraft.

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