Indications that the two 737 Max 8 crashes may share a common cause have put a spotlight on the FAA’s certification of the 737 Max 8 as airworthy.
In October 2017, Brazilian regulators flew to Miami to test out the brand-new Boeing 737 Max 8. The team scrutinized the sleek new jetliner’s flight systems and soon published a list of over 60 operational changes, from landing systems to cockpit displays, that Brazilian pilots would need to learn.
“The FAA said nothing about this technology at a critical time — when pilots were learning how to fly the plane,” said Mary Schiavo, a former Transportation Department inspector general. “It makes you ask the question: How much did the FAA actually know about the technology, especially given its history of delegating to industry?”
The process was occurring during a period when the Transportation Department’s Office of Inspector General was warning the FAA that its oversight of manufacturers’ work was insufficient. In responding to the IG, the FAA agreed with much of the criticism and vowed to keep working to improve oversight of its self-certification programs. But it also defended the outsourcing of certification, writing to the inspector general in 2015 that the “ever expanding magnitude of the U.S. aerospace industry requires that the agency delegate an increasing number of oversight functions” to the companies it regulates.
The agency said in a statement: “The FAA’s aircraft certification processes are well established and have consistently produced safe aircraft designs. The 737-MAX certification program followed the FAA’s standard certification process.” The hijacking of four airliners that day raised sudden alarms about everything from background checks for tarmac workers to the security of cockpit doors. The agency was spread thin in subsequent years, and airline manufacturers increasingly complained to Congress about delays in certification. The complaints resonated with a Republican-controlled Congress, which in 2003 ordered the FAA to delegate more nuts-and-bolts compliance work to plane manufacturers themselves.
Krumlauf estimated the number of inspectors at Boeing jumped from about 300 contractors reporting to the FAA to 500 in-house Boeing employees.Michael J. Dreikorn, a former FAA official and onetime vice president of quality and compliance for jet-engine maker Pratt & Whitney, has been a critic of the FAA’s self-certification process.
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