INSUBCONTINENT EXCLUSIVE:
lawmakers at a hearing on Tuesday over what the company knew about its MCAS stall-prevention system linked to two deadly crashes, and about
delays in turning over internal 2016 messages that described erratic behaviour of the software in a simulator.Muilenburg acknowledged errors
in failing to give pilots more information on MCAS before the crashes in Ethiopia and Indonesia, as well as for failing to tell the Federal
Aviation Administration for months that it made an alarm alerting pilots to a mismatch of flight data optional on the 737 MAX."We've made
mistakes and we got some things wrong
We're improving and we're learning," he said.The hearing, the highest-profile congressional scrutiny of commercial aviation safety in years,
adds pressure on a newly rejigged Boeing senior management team fighting to repair trust with airline customers and passengers shaken by an
eight-month safety ban on its 737 MAX following the crashes.Muilenburg's appearance marks the first time Boeing has appeared at a hearing on
Capitol Hill in the year since the first fatal crash, as the company had previously resisted earlier requests to testify.Asked ahead of the
hearing if he would resign, Muilenburg said that was "not where my focus is." He also declined to say if he or the board were considering
his resignation after the plane returns to service.For months, Boeing had largely failed to acknowledge blame, instead vowing to make a
"safe plane safer." Tuesday's hearing represents Boeing's broadest acceptance of responsibility that it made mistakes.U.S
Senator Roger Wicker, chairman of the Senate Commerce Committee, questioned Muilenburg over the company's delay in releasing internal
In those messages, a former test pilot described erratic behaviour of a simulator version of the same software now linked to the deadly
crashes, and also mentioned "Jedi-mind tricking" regulators over training requirements.Wicker said those messages revealed a "disturbing
level of casualness and flippancy."Muilenburg said he apologised to the FAA administrator for the delay in turning over the messages, and
said additional documents would likely be provided over time."We will cooperate fully," Muilenburg added.In his opening remarks, Muilenburg
walked the committee through software upgrades to limit the authority of the stall-prevention system, known as MCAS, that has been linked to
both crashes, as well as changes to improve safety oversight and transparency inside the company.During one particularly tense exchange,
Senator Maria Cantwell grilled Muilenburg and John Hamilton, a senior engineering executive, over the extent of testing on the MCAS system
Cantwell asked Hamilton whether it was a mistake for Boeing not to test a failure mode similar to the scenarios faced by pilots in the
crashes."In hindsight, senator, yes", Hamilton said
Both he and Muilenburg, however, pointed to extensive testing by engineers and pilots during the certification process that lasted
years.Muilenburg also acknowledged a "mistake on that implementation" for failing to tell the FAA for 13 months that it inadvertently made a
so-called angle of attack disagree alert optional on the 737 MAX, instead of standard as on earlier 737s
The company insisted the missing display represented no safety risk."We got the implementation wrong," Muilenburg said, referring to the
angle of attack disagree alert.He added: "One of the things we've learned is we need to provide additional information on MCAS to
pilots."Boeing on Tuesday ran full-page advertisements in major newspapers expressing condolences to the families and loved ones of those
killed in the crashes."These two accidents occurred on my watch and I have a keen sense of responsibility," Muilenburg, who was stripped of
his title as Boeing chairman by the board earlier this month, told reporters.Family members, holding photos of victims of the crash, were
seated just three rows behind Muilenburg during his testimony.Wicker addressed the families, saying: "I promise to their loved ones that we
will find out what went wrong and work to prevent future tragedies."(Except for the headline, this story has not been edited by
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