Back in the `70s I spent seven years with Collins Radio Company (the country’s pre-eminent avionics manufacturer, now part of United Technologies). As a result, I am drawn naturally to events involving aircraft accidents, especially when electronic malfunctions are suspect – Boeing’s 737 Max being the most recent.
Following every accident, equipment malfunctions and crew error are the first places investigators look for blame and the inevitable finger-pointing begins, cheered on by a headline hungry press.
A legion of industry experts, infinitely more qualified than I, is involved in the Boeing investigation, looking for the root cause of the two tragic crashes and whom to blame. Eventually someone, probably Boeing’s CEO, will take the fall even though he likely couldn’t tell an MCAS system from the landing gear switch.
The real villain in this recurring tragedy is the U.S. Congress which, in 1978, passed the Airline Deregulation Act (ADA) removing government control over fares, routes, and market entry of new airlines. It also created a free market in the commercial airline industry, leading to a large increase in the number of flights, a decrease in fares, an increase in the number of passengers and miles flown, and a consolidation of carriers. Thank you, Jimmy Carter.
Business travelers resisted flying with hordes of vacationers and unruly children; thus was spawned a private aircraft industry adding dramatically to the number of aircraft in the sky (and demanding landing slots) at every hour of the day at every airport in the country.
Under ADA, the Federal Aviation Administration (FAA) retained regulatory power over all aspects of safety, but without additional funding by congress to staff and monitor this unexpected surge in the number of new aircraft. That lack continues today.
Too many aircraft and too few experienced pilots, coupled with a demand for more cheap seats, has spawned an aviation industry organized, and now implemented, by computer software. But unimaginable things can and will happen at 45,000 feet in an ether littered with satellites, drones and North Korea’s latest rocket failure. A nerdy programmer cannot, nor should he be expected to, design fixes for every possible eventuality.
The military now relies heavily on drones and automated airborne delivery systems and thus turns out far fewer pilots than in years past. That works because no life is lost if a drone or automated plane is shot down. No one screams; the press in uninterested. But airliners, with between 200-400 souls aboard, are a different matter altogether. There need be different, more stringent, metrics involved when designing commercial airplanes. Plan B should be in the form of a trained, beating heart able to take over, unencumbered by a faulty computer chip.
But Wall Street loves technology because a micro-chip is cheaper than an experienced pilot or an inexperienced CEO. And we all know that congress is the handmaid of Wall Street. The pressure is on. Boeing will survive. It’s too big and important to fail. It’s CEO, not so much!
Sorry, Mr.Muilenburg, you are expendable. Problem solved!
Back in my Collins Radio days, whenever boarding a commercial flight we’d glance left when passing the open cockpit door, looking for that gray-haired eminence with four stripes on his epaulettes before settling down, drink in hand, knowing we were in good hands. You just never know when you might need him (or her). I still look.
But the real failure lies with Congress for passing legislation without considering the unintended consequences. Too bad we can’t fire them.
You are welcome.
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