Boeing did not tell airlines about nonworking safety alert

Boeing said Sunday that it discovered after airlines had
been flying its 737 Max plane for several months that a safety alert in the
cockpit was not working as intended, yet it didn’t disclose that fact to
airlines or federal regulators until after one of the planes crashed.

The feature was designed to warn pilots when a key sensor
might be providing incorrect information about the pitch of the plane’s nose.

But within months of the plane’s debut in 2017, Boeing said,
its engineers realized that the sensor warning light only worked when airlines
also bought a separate, optional feature.

The sensors malfunctioned during an October flight in
Indonesia and another in March in Ethiopia, causing software on the plane to
push the nose down. Pilots were unable to regain control of either plane, and
both crashed, killing 346 people.

It is not clear whether having the warning light would have
prevented either the Lion Air crash or the March 10 crash of an Ethiopian
Airlines Max near Addis Ababa. Boeing’s disclosure on Sunday, however, raised
fresh questions about the company’s candor with regulators and airline

Boeing said again that the plane was safe to fly without the
sensor alert, called an angle-of-attack disagree light. Other gauges tell
pilots enough about the plane’s speed, altitude, engine performance and other
factors to fly safely, the company said.

A spokesman for the Federal Aviation Administration said the
agency was notified of the non-working warning light in November, after a Lion
Air 737 Max crashed on Oct. 29 in Indonesia. He said FAA experts determined
that the non-working cockpit indicator presented a low risk.

“However, Boeing’s timely or earlier communication with
(airlines) would have helped to reduce or eliminate possible confusion,”
the spokesman said in an emailed statement. He declined to give more details.

In manuals that Boeing gave to Southwest Airlines, the
biggest operator of both the Max and 737s in general, the warning light was
depicted as a standard feature just as it is on older 737s, according to
Southwest spokeswoman Brandy King.

After the Lion Air crash, King said, Boeing notified
Southwest that it had discovered the lights didn’t work without the optional
angle-of-attack indicators, so Southwest began adding the optional feature too.
That allowed the airline to activate the sensor-disagree warning lights on its
34 Max jets earlier this year, she said.

King described both features as “supplemental” and
“advisory” to other information provided to pilots during flights.

The indicator was supposed to tell pilots when sensors that
measure the pitch of the plane’s nose appear to conflict, a sign that the
sensor information is unreliable. Boeing told airlines that the warning light
was standard equipment on all Max jets.

Boeing engineers quickly learned, however, that the warning
light only worked if airlines also bought an optional gauge that told pilots
how the plane’s nose was aimed in relation to the onrushing air. Boeing said
the problem stemmed from software delivered to the company. A Boeing spokesman
declined to name the software vendor.

Boeing said Sunday that because in-house experts decided
that the non-working light didn’t affect safety, the company decided to fix the
problem by disconnecting the alert from the optional indicators at the next
planned update of cockpit display software.

Boeing didn’t tell airlines or the FAA about this decision.

Boeing hopes to win approval from the FAA and foreign
regulators to get the Max flying again before summer is over. When it does, the
company said, the sensor warning light will be standard.

Nearly 400 Max jets were grounded at airlines worldwide in
mid-March after the Ethiopia crash. Boeing is working to fix the software that
pitched the planes’ noses down based on faulty sensor readings, and to provide
pilots with more information about the plane’s automation.

The Justice Department is conducting a criminal
investigation into whether Boeing misled regulators about features on the plane
including flight-control software at the heart of the crash investigations. The
company is also under scrutiny by congressional committees and the Transportation
Department’s inspector general, and it faces a growing number of lawsuits by
families of the dead passengers.

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