>>>
>>> WELCOME BACK TO NEW DAY. TODAY THE FAA IS WORKING WITH
REGULATORS WITH REGARDING THE
BOEING 737 MAX AIRPLANE.
ONE CRASHED OVER ETHIOPIA AND
THE OTHER IN EUROPE.
WHAT IS THE LATEST WITH THE
BOEING 737 MAX?
>> WE ARE WAITING FOR MORE OF A
READOUT COMING OUT OF TEXAS
TODAY.
TODAY.
TODAY. HOW LONG IS THIS GROUNDING
GOING TO TAKE?
>> HOW LONG HAS IT BEEN?
>> IT HAS BEEN SINCE ARCH 13.
THE LAST CRASH WAS MARCH 10.
OVER THOSE FOLLOWING THREE DAYS,
OTHER COUNTRIES STARTED TO
GROUND THEM.
GROUND THEM. THE UNITED STATES WAS THE LAST
ALONG WITH CANADA BECAUSE THEY
WANTED TO SEE IF THERE WAS
REALLY DATA THAT CONNECTED ONE
ACCIDENT TO THE OTHER AND THEY
CONCLUDED THAT THERE WAS.
MAYBE THIS IS A DYNAMIC THAT IS
PLAYING OUT NOW BECAUSE THEY
ARE MEETING WITH OTHER
COUNTRIES.
COUNTRIES. BUT THE QUESTION IS, THE
CONVENTIONAL WISDOM IS THAT
THIS GROUNDING COULD BE DONE BY
SEPTEMBER OR SOBER.
IF IT GETS MUCH LONGER THAN
THAT IT WILL REALLY CAUSE SOME
MAJOR PROBLEMS.
MAJOR PROBLEMS. >> SO WHAT IS THE SYSTEM THAT
FAILED.
FAILED.
FAILED. THE M-CAST?
THE M-CAST? >> WELL, THE M-CAST IS UNIQUE
TO THE BOEING 737 MAX.
YOU CAN SEE THE PRIMARY FLIGHT
DISPLAY.
DISPLAY.
DISPLAY. WHAT IT DOES IS THAT IF THE
PLANE IS PITCHING UP TOO HIGH
OR GOING TO VERTICAL, THIS WILL
HELP BRING THE NOSE PUSH OVER.
IT ADJUSTS THE HORIZONTAL
STABILIZER WHICH IS THE
TAILFEATHERS ON THE BACK OF THE
AIRPLANE.
AIRPLANE.
AIRPLANE. >> WHY WOULD WE NEED THAT?
>> THIS HAS BEEN A POINT OF
CONTENTION.
CONTENTION. BOEING SAYS IT WAS PUT IN
BECAUSE WHEN THEY MADE CHANGES
TO THE 737, THAT CHANGED SOME
OF THE HANDLING
CHARACTERISTICS.
CHARACTERISTICS. SO THIS MAKES THE AIRPLANE
AUTOMATICALLY ADJUST AND HANDLE
MORE LIKE THE 737 800 AND 900.
THE PROBLEM IS, THERE ARE
MULTIPLE PROBLEMS ACTUALLY.
ONE IS THE ANGLE OF THE SENSOR.
THERE IS LIKE A HORIZONTAL
WEATHERVANE ON THE SIDE OF THE
AIRPLANE.
AIRPLANE.
AIRPLANE. THEY HAVE BEEN HIT WITH LIKE
BIRDS AND OTHER ITEMS BEFORE.
AND THEN IF THERE WAS A BAD
SENSOR DATA, AND THEY CONCLUDED
THAT THIS WAS, THAT CAUSE
CAUSED THE PLANE TO PITCH DOWN.
>> SO WHAT ABOUT THE TRAINING?
>> THAT IS THE PART THAT WE
NEED TO KNOW MORE ABOUT NOW.
THE ONLY THING WE KNOW
DEFINITIVELY IS ABOUT THE M-
CAST.
CAST.
CAST. IN
CAST. IN THE INDONESIAN CRASH , AND
BY THE WAY, THERE WAS A THIRD
CASE.
CASE.
CASE. THE
CASE. THE PLANE IN INDONESIA, THERE
WAS AN M-CAST THE DAY BEFORE.
A PILOT ON THAT RECOGNIZED WHAT
WAS HAPPENING.
WAS HAPPENING. HE THREW THESE TWO SWITCHES AND
HE STOPPED.
HE STOPPED. >> SO LITERALLY THE DAY BEFORE?
>> THAT'S RIGHT.
AND ON THAT VERY SAME AIRCRAFT.
THEY FIGURED OUT IT WAS
PROBABLY A SENSOR ISSUE.
AND FOR WHATEVER REASON IT WAS
NOT CLEAR.
NOT CLEAR. THE NEXT CREW WENT UP THE NEXT
DAY AND FACED THE NAME THE SAME
PROBLEM BUT THEY DID NOT KNOW
WHAT TO DO.
THEY WERE TRYING TO PULL BACK
THAT HORIZONTAL STABILIZER ON
THE BACK.
THE BACK.
THE BACK. AND THE McAS WAS PUSHING THE
NOSE DOWN.
NOSE DOWN. SO THEY WERE WRESTLING WITH THE
AIRPLANE.
AIRPLANE.
AIRPLANE. THEY SHOULD HAVE SHUT IT DOWN.
THERE HAS BEEN CONTROVERSY AND
MULTIPLE POINTS OF VIEW BY
PILOTS SAYING THAT THE M-CAST
WAS DEFLECTED TOO MUCH . AND
THAT IT SHOULD ONLY ACTIVATE
ONCE.
ONCE.
ONCE. IT
ONCE. IT SHOULD NOT REPEATEDLY
ACTIVATE.
ACTIVATE.
ACTIVATE. PILOT TRAINING IS BEING STUDIED
HERE.
HERE.
HERE. WE
HERE. WE STILL DON'T HAVE THE FINAL
REPORTS.
REPORTS.
REPORTS. ETHIOPIA WAS A BIT DIFFERENT.
THAT PILOT KNEW THAT THIS COULD
HAPPEN.
HAPPEN.
HAPPEN. THE M-CAST RAN TO THE LIMIT.
AND THEN THEY COULD NOT GET IT
DOWN.
DOWN.
DOWN. BUT
DOWN. BUT THEN, SHOULD THEY HAD
PULLED BACK IN SPEED, THEY SAID
IT WAS NOT AN ISSUE.
>> IT IS VERY COMPLEX.
DO WE HAVE THE BLACK BOXES FOR
THE FLIGHTS?
THE FLIGHTS? >> YES.
>> YES.
>> YES. >> SO IF THIS GROUNDING GOES ON
MUCH LONGER, WHAT HAPPENS IN
TERMS OF SAFETY AND PEOPLE
BUYING TICKETS ON BOARD THESE
PLANES?
PLANES?
PLANES? >> THERE IS A LOT OF MINUTIA IN
THIS STORY AND A LOT OF DETAIL.
THE BIGGER QUESTION IS, I JUST
HAD A CONVERSATION WITH OTHER
STAFF MEMBERS, THAT THEY ARE ON
THIS FLIGHT THIS 737 EIGHTH 800
IN THE FALL AND IS AT THE SAME
AND IT'S NOT.
THE MAX HAS GOT A PROBLEM THAT
WILL TAKE YEARS AND YEARS FOR
IT TO CORRECT.
IT WILL TAKE YEARS TO GET THAT
TAKEN CARE OF.
BOEING IS DETERMINED TO FIX IT
AND REGULATORS ARE SAYING THEY
WILL NOT ALLOW IT TO FLY AGAIN
UNLESS THEY ARE SATISFIED WITH
THE WAY IT IS BEING ADDRESSED.
DOUG PARKER AT AMERICAN
AIRLINES WAS ON THE AIR LAST
NIGHT AND HE WAS SAYING HE DID
NOT KNOW IF THERE WAS ANY
AMOUNT OF MARKETING THAT COULD
GET THROUGH THIS.
BUT, WE HAVE HAD HORRIBLE
ACCIDENTS BEFORE.
ACCIDENTS BEFORE. IT HAS BEEN A LONG TIME IN THIS
COUNTRY.
COUNTRY.
COUNTRY. WE HAVE HAD ONE PASSENGER
FERTILITY IN THE UNITED STATES
AND THAT WAS A WOMAN WHO WAS
KILLED AFTER THE ENGINE
EXPLODED IN AN AIRPLANE.
AT THE PILOT, SHE GOT THAT
AIRPLANE ON THE GROUND WITH
HELP FROM HER FIRST OFFICER.
THAT IS ONE.
SO WE HAVE GOTTEN INCREDIBLY
SAFE AND THAT, IN SOME WAYS,
MAKES THE SITUATION FOR THE
BOEING MAX EVEN WORSE.
>> SO IT SEEMS LIKE SUCH AN
ANOMALY.
ANOMALY.
ANOMALY. >> IT IS.
>> IT IS.
>> IT IS. BUT WE ARE SEEING GLOBALLY THE
NUMBER OF ACCIDENTS AND
FATALITIES CREEP UP.
THE OTHER THING WE HAVE TO LOOK
AT IS THE ACCIDENT RATE.
WORLDWIDE, THE AMOUNT OF FLYING
THAT IS GOING ON, IT HAS
DOUBLED AND IT WILL DOUBLE
AGAIN AND AGAIN.
>> THAT IS TRUE.
THANK YOU, VERY MUCH GLENN.
WILL WE HEAR MORE NEWS OUT OF
TEXAS TODAY?
TEXAS TODAY? >> DEFINITELY.
>> DEFINITELY. >> THANK YOU, FOR BEING ON TOP
OF THIS.
OF THIS.
OF THIS. WE WILL BE RIGHT BACK.