eo38cl

回覆 9# toylet

聯邦航空管理局(FAA) 737 Max客機部份認證程序交返畀波音自己做番

https://www.seattletimes.com/business/boeing-aerospace/failed-certification-faa-missed-safety-issues-in-the-737-max-system-implicated-in-the-lion-air-crash/
“There wasn't a complete and proper review of the documents,” the former engineer added. “Review was rushed to reach certain certification dates.”

When time was too short for FAA technical staff to complete a review, sometimes managers either signed off on the documents themselves or delegated their review back to Boeing.

“The FAA managers, not the agency technical experts, have final authority on delegation,” the engineer said.

In this atmosphere, the System Safety Analysis on MCAS, just one piece of the mountain of documents needed for certification, was delegated to Boeing.

波音交畀FAA文件寫 MCAS系統最多可移動水平尾翼0.6度，印尼空難後波音先至話原來係最多移動2.5度。
但FAA之前認證客機時係根據0.6度做安全分析:
The original Boeing document provided to the FAA included a description specifying a limit to how much the system could move the horizontal tail — a limit of 0.6 degrees, out of a physical maximum of just less than 5 degrees of nose-down movement.

That limit was later increased after flight tests showed that a more powerful movement of the tail was required to avert a high-speed stall, when the plane is in danger of losing lift and spiraling down...

After the Lion Air Flight 610 crash, Boeing for the first time provided to airlines details about MCAS. Boeing’s bulletin to the airlines stated that the limit of MCAS's command was 2.5 degrees.

That number was new to FAA engineers who had seen 0.6 degrees in the safety assessment.

“The FAA believed the airplane was designed to the 0.6 limit, and that's what the foreign regulatory authorities thought, too,” said an FAA engineer. “It makes a difference in your assessment of the hazard involved.

The higher limit meant that each time MCAS was triggered, it caused a much greater movement of the tail than was specified in that original safety analysis document.

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