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Palmer, Chris. "The Boeing 737 Max Saga: Automating Failure." Engineering 6, no. 1 (February 2020): 2–3. http://dx.doi.org/10.1016/j.eng.2019.11.002.
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Herkert, Joseph, Jason Borenstein, and Keith Miller. "The Boeing 737 MAX: Lessons for Engineering Ethics." Science and Engineering Ethics 26, no. 6 (July 10, 2020): 2957–74. http://dx.doi.org/10.1007/s11948-020-00252-y.
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Travica, Bob. "Mediating Realities: A Case of the Boeing 737 MAX." Informing Science: The International Journal of an Emerging Transdiscipline 23 (2020): 025–46. http://dx.doi.org/10.28945/4530.
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Aim/Purpose: The research problem of this study refers to the manner in which old and new mass media represented the significant social development surrounding two crashes of the Boeing 737 MAX airplane. Methodology: The study follows a qualitative case study methodology based on a sample of newspaper articles, TV programming, specialized technical publications, Twitter posts, and Facebook content. Contribution: The study contributes to understanding specifics and differences in representing extraordinary socio-economic events by different types of media. Findings: Key findings are that these media have constructed different realities surrounding the tragic events and exhibited informing distortions to different degrees. Recommendations for Practitioners: Practical implications of this study are relevant for the institutional and individual clients of informing with regard to selecting appropriate media for use. There are also implications for informers with regard to reducing distortions in informing. Recommendation for Researchers: Social media could be a channel for alternative learning rather than manipulation. Mainstream media were confirmed to be a loudspeaker for authorities as postulated in critical media research, and analytical media provided influential, deeper technical analysis. Future Research: As the Boeing case unfolds, it would be interesting to investigate any evolution in mediated realities.
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Khashe, Yalda, and Soraya Levy. "A High Reliability Organization (HRO)-based Retrospective Analysis of Boeing 737 Max Crashes." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 64, no. 1 (December 2020): 851–55. http://dx.doi.org/10.1177/1071181320641197.
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The two crashes of Boeing 737 Max aircrafts within the small span of half a year resulted in tremendous loss of life, money, and public trust in the regulatory systems responsible for ensuring passenger safety within increasingly automated aviation systems. However, these two instances of catastrophic system failure provide experts in the fields of human and organizational factors with the opportunity to transform the aviation industry, propelling it into a period of innovative automation technologies, replete with a groundbreaking reverence for system reliability, safety, and preparedness for failure. By applying the key principles of High Reliability Organization (HRO) to a retrospective analysis of the concurrent Boeing 737 Max crashes, we aim to identify relationships between defining HRO characteristics and preventative measures that Boeing, human workers, and regulatory agencies could have followed before and during the accidents’ occurrences.
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Jong, Wouter, and Paula Broekman. "Crisis history and hindsight: A stakeholder perspective on the case of Boeing 737-Max." Public Relations Inquiry 10, no. 2 (April 21, 2021): 185–96. http://dx.doi.org/10.1177/2046147x211001350.
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This study assesses the so-called effect of crisis history, based on two crashes with the new Boeing 737-Max. While Boeing’s responsibility was not clear cut after the first crash, the developments in the second crash led to a reinterpretation of initial responsibility for the first crash. This reinterpretation intensified the threat on Boeing’s reputation, and raised doubts on the appropriateness of the initial response. This case study illustrates the importance for organizations to be wary and to anticipate developments when selecting and creating a crisis response. Otherwise, statements can backfire when new information comes to light as similar events occur.
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Bhattacharya, Subhendu, and Y. Nisha. "A Case Study on Boeing's 737 MAX Crisis on Account of Leadership Failure." International Journal of Research in Engineering, Science and Management 3, no. 9 (September 23, 2020): 116–18. http://dx.doi.org/10.47607/ijresm.2020.302.
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American multinational corporation Boeing is one of the reputed organizations in the field of aerospace manufacturing. Since its inception by William Boeing in Seattle, Washington in July 15th, 1916, it has surpassed several milestones and grown from strength to strength. It started its venture in areas such as designing and crafting airplanes, rotorcraft, rockets, satellites and also stepped into production of telecommunications equipment, missiles and made a mark in every field of operation. It has a revered status in Dow Jones Industrial Average and made a glaring presence in the Fortune Global 500 list. But the global recognition got eclipsed after fatal crashes in October 2018 and March 2019. Boeing 737 Max planes remained grounded across the world for more than a year. The culpability was overlooking of safety features, hiding the new anti-stall system from pilots, circumvention of standard certification rigours by Federal Aviation Administration, in the hustle of launching ill-prepared product into the market to beat arch rival Airbus. Product malfunction also hinted at systematic problems that needed to be addressed. The company thereby faced lawsuits and claims for compensation. The investigations by FBI began and the House and Senate panels too joined in the foray. Losses worth billions of dollars had been incurred along with displacement of trust and support of loyal customers, severe decline in share price and market capital and ignominy for being short-sighted and lackadaisical in its approach. The outbreak of global pandemic led to further delay in their recovery as demand for fuel efficient 737 Max plummeted due to fall in oil price and delay or cancellation by airlines in buying Boeing planes without being penalised.
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Cioroianu, Iulia, Shaen Corbet, and Charles Larkin. "Guilt through association: Reputational contagion and the Boeing 737-MAX disasters." Economics Letters 198 (January 2021): 109657. http://dx.doi.org/10.1016/j.econlet.2020.109657.
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Aminatuzzahra, Khansa, and Atip Latipulhayat. "RESPONSIBILITIES OF THE STATE AND AIRCRAFT MANUFACTURER ON LION AIR JT610 AND ETHIOPIAN AIRLINES ET302 ACCIDENTS UNDER INTERNATIONAL LAW." Padjadjaran Journal of International Law 4, no. 2 (April 12, 2021): 154–69. http://dx.doi.org/10.23920/pjil.v4i2.409.
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Lion Air JT610 and Ethiopian Airlines ET302 crashes occurred on October 2018 and March 2019 respectively. The main cause of the accident on both flights, which used Boeing 737 MAX 8 aircraft, is the defect on the Maneuvering Characteristics Augmentation System (MCAS), a new anti-stall system of this aircraft model. Boeing 737 MAX 8 is produced by Boeing Company which resides in the United States. However, passengers on both accidents could not claim compensation from Boeing Company because there is no international law that regulates aircraft manufacturer responsibilities. This research tries to analyze whether passengers can request for compensation to the United States and whether national court rulings or judgments can fill the gap in international law regarding aircraftmanufacturer. The research uses the normative juridical approach with analytical descriptive method. The research uses the library research method, focusing mainly on primary, secondary, and tertiary legal resources. This research found that the current international law could not accommodate the interests of plaintiffs to hold the United States accountable. The usage of forum non conveniens principle at the national courts made it difficult for the plaintiffs to obtain the compensation they are entitled to. Subsequently, the national law applied in each case is different which created a distinction on the compensation received by each plaintiff for the loss they suffered. Author comes into the conclusion that there is a need for the establishment of regulations in international law concerning the responsibilities of aircraft manufacturer.
Keywords: Aircraft Manufacturer, Forum Non Conveniens, State Responsibility
Abstrak
Kecelakaan pesawat terbang Lion Air JT610 dan Ethiopian Airlines ET302 terjadi pada bulan Oktober 2018 dan Maret 2019 secara berturut-turut. Penyebab utama kecelakaan kedua penerbangan yang menggunakan pesawat terbang Boeing 737 MAX 8 ialah kerusakan sistem Maneuvering Characteristics Augmentation System (MCAS), sebuah sistem anti-stall terbaru untuk model pesawat terbang ini. Boeing 737 MAX 8 diproduksi oleh Boeing Company yang berkedudukan di Amerika Serikat. Penumpang pada kedua kecelakaan tidak dapat meminta ganti rugi pada Boeing Company karena belum adanya hukum yang dapat mewadahi penggantian rugi serta tanggung jawab manufaktur pesawat terbang dalam hukum internasional. Penelitian ini akan menganalisis apakah penumpang dapat memintakan ganti rugi kepada Amerika Serikat sebagai negara dan apakah putusan pengadilan nasional dapat mengisi kekosongan hukum internasional terkait manufaktur pesawat terbang. Penelitian dilakukan menggunakan metode pendekatan yuridis normatif dengan spesifikasi penulisan deskriptif analitis. Tahap penulisan dalam penelitian ini dilakukan menggunakan metode studi kepustakaan bahan hukum primer, sekunder, dan tersier. Hasil penelitian ini menemukan bahwa hukum internasional yang ada saat ini pun belum dapat mewadahi kepentingan penumpang sebagai penggugat untuk dapat meminta pertanggungjawaban kepada Amerika Serikat atas kesalahan manufaktur pesawat terbang. Selain itu, munculnya prinsip forum non conveniens pada level nasional mempersulit penggugat untuk mendapatkan ganti rugi pada pengadilan nasional. Hukum nasional yang diterapkan pada tiap kasus pun berbeda sehingga muncul kesenjangan mengenai ganti rugi yang diperoleh penggugat atas kerugian yang diderita. Melihat situasi ini, peneliti berkesimpulan perlunya pembentukan pengaturan dalam hukum internasional mengenai tanggung jawab manufaktur pesawat terbang.
Kata Kunci: Forum Non Conveniens, Manufaktur Pesawat Terbang, Tanggung Jawab Negara
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Muliasari, Ataline, and M. Herry Purnama. "Peningkatan Fasilitas Landas Pacu Bandar Udara Fatmawati Soekarno – Bengkulu Untuk Meningkatkan Pelayanan Penerbangan." WARTA ARDHIA 38, no. 3 (April 4, 2017): 311. http://dx.doi.org/10.25104/wa.v38i3.201.311-325.
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The improvement of the quality and quantity of airplanes owned by some airlines as well as the increasing number of passengers’ movement have demanded every airport to improve its facilities. Fatmawati Soekarno airport has improved the quality of its runway with the value of Pavement Classification Number (PCN) 45 F/X/C/T. With the increasing Pavement Classification Number (PCN) , it is expected that airports can facilitate Boeing 737-900ER aircraft.The problems in this study is the what figure of Permitted Total Load (Pta) of aircrafts is if the Pavement Classification Number (PCN) value is increased. From the above calculation, it shows that the Permitted Total Load (Pta) that can perform landing in the airport’s runway is 75.655 kg. Meanwhile, the Pavement Classification Number (PCN) value is PCN 45/F/C/X/T and the CAN value of a Boeing 737-900ER aircraft is 51 (max) and 24 (min) for CBR low with the Maximum Take Off Weight of 85.130 kg.
Peningkatan kualitas dan kuantitas pesawat yang dimiliki oleh beberapa maskapai penerbangan, serta pertumbuhan jumlah pergerakan penumpang, menuntut setiap bandar udara untuk meningkatkan fasilitasnya. Bandar udara Fatmawati Soekarno telah meningkatkan kualitas fasilitas landas pacu dengan nilai Pavement classification Number (PCN) 45 F/X/C/T. Dengan peningkatan nilai Pavement Classification Number (PCN) tersebut, diharapkan bandar udara ini mampu melayani pesawat tipe 737-900ER.Permasalahan dari penelitian ini adalah berapa nilai beban ijin total (Pta) pesawat bila nilai Pavement Classification Number ditingkatkan. Dari hasil perhitungan diatas terlihat bahwa beban ijin total pesawat (Pta) yang dapat mendarat di runway Bandar udara Fatmawati Soekarno adalah 75.655 kg. Sementara itu, Nilai Pavement Clasification Number (PCN) adalah PCN 45/F/C/X/T, dan nilai ACN dari Pesawat Boeing 737 - 900 ER adalah 51 (max) dan 24 (min) untuk CBR Low, dengan Maksimum Take Off Weight (MTOW) sebesar 85.130 kg.
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Naor, Michael, Nicole Adler, Gavriel David Pinto, and Alon Dumanis. "Psychological Safety in Aviation New Product Development Teams: Case Study of 737 MAX Airplane." Sustainability 12, no. 21 (October 29, 2020): 8994. http://dx.doi.org/10.3390/su12218994.
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The goal of current study is to discern the antecedents of two airplane accidents involving the Boeing MAX 737. The theory of normal accidents serves as a lens to comprehend the hazard stemming from MAX design with dissonance between two critical systems: engine propulsion and flight control. Cooper’s framework further delineates lack of psychological safety during prototype development from the project’s inception along six dimensions: management/supervision, safety systems, risk, work pressure, competence, and procedures/rules. The analysis indicates dearth of leadership commitment for a safety culture under time pressure and budget constraint. Our results corroborate the paramount importance of the pilot’s extensive simulator training in order to test the interaction between the innovative Maneuvering Characteristics Augmentation System and human behavior response time. Lessons gleaned from the study include three insights. First, the importance of meticulously testing a prototype during the new product development stage and the hazard stemming from improvisation to extend the life of outdated engineering design. Second, the necessity of regulatory authorities, such as the Federal Aviation Administration, undergoing a modernization process by invigorating their ranks with data scientists attuned to 21st century skills in big data analytics. Third, FAA should diminish the delegation of self-certified permits to manufacturers.
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Nowacki, Marcin, and Damian Olejniczak. "Analysis of Boeing 737 MAX 8 Flight, in Terms of the Exhaust Emission for the Selected Flight." Transportation Research Procedia 35 (2018): 158–65. http://dx.doi.org/10.1016/j.trpro.2018.12.033.
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Vaz Junior, Carlos André. "Lições aprendidas de incidente envolvendo aeronave modelo boeing 737-8 (MAX): estudo de caso do voo LNI043." Brazilian Journal of Development 5, no. 12 (2019): 295524–29551. http://dx.doi.org/10.34117/bjdv5n12-105.
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Cusumano, Michael A. "Boeing's 737 MAX." Communications of the ACM 64, no. 1 (January 2021): 22–25. http://dx.doi.org/10.1145/3436231.
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Thomas, Johney, Antonio Davis, and Mathews P. Samuel. "Integration-In-Totality: The 7th System Safety Principle Based on Systems Thinking in Aerospace Safety." Aerospace 7, no. 10 (October 14, 2020): 149. http://dx.doi.org/10.3390/aerospace7100149.
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Safety is of paramount concern in aerospace and aviation. Safety has evolved over the years, from the technical era to the human-factors era and organizational era, and finally to the present era of systems-thinking. Building upon three foundational concepts of systems-thinking, a new safety concept called “integration-in-totality principle” is propounded in this article as part of a “seven-principles-framework of system safety”, to act as an integrated framework to visualize and model system safety. The integration-in-totality principle concept addresses the need to have a holistic ‘vertical and horizontal integration’, which is a key tenet of systems thinking. The integration-in-totality principle is illustrated and elucidated with the help of a simple “Rubik’s cube model of integration-in-totality principle” with three orthogonal axes, the ‘axis of perspective’ of vertical integration, and the two ‘axes of perception and performance’ of horizontal integration. Safety analysis along the three axes with a ‘bidirectional synthesis’ and ‘continuum approach’ is further elaborated with relevant case studies, one among them related to the Boeing 737 MAX aircraft twin disasters. Safety is directly linked to quality, reliability and risk, through a self-reinforcing reflexive paradigm, and airworthiness assurance is the process through which safety concepts are embedded in a multidisciplinary aviation environment where the system of systems is seamlessly operating. The article explains how the system safety principle of integration-in-totality is related to reliability and airworthiness of an aerospace system with the help of the ‘V-model of systems engineering’. The article also establishes the linkage between integration-in-totality principle and strategic quality management, thus bridging the gap between two parallel fields of knowledge.
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Grieve, S. "III — S. Grieve." Journal of Navigation 38, no. 3 (September 1985): 435–44. http://dx.doi.org/10.1017/s037346330003280x.
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Britannia celebrated its 21 st anniversary in 1983. From the beginning in 1962 with three Constellations, Britannia's 1985 fleet is four Boeing 767s and 25 Boeing 737 aircraft. Britannia is now the largest independent airline in Europe in terms of passengers carried and passenger miles flown. Our present route structure, within a radius of 2500 nautical miles of London, is between some 20 UK airfields and over 70 overseas destinations. The range of the B 737 fleet extends to 1900 n.m. with full reserves and a full payload of 130 passengers. The range of our present B 767 fleet, under similar conditions, extends to 2800 n.m. with a full payload of 273 passengers. This payload—range capability is so limited by our decision to operate these aircraft for the time being with a reduced maximum gross weight. Both fleets are operated by 2-man flight deck crews.
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"Cascading Effect of Boeing’s 737 Max Technology Development." International Journal of Recent Technology and Engineering 8, no. 5 (January 30, 2020): 5208–15. http://dx.doi.org/10.35940/ijrte.e4863.018520.
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During March and April 2019, many countries had grounded Boeing’s 737 Max 8 jets following two fatal crashes in a space of five months, between October 2018 and March 2019, killing 346 people. It was widely reported that the problem was with the software called Maneuvering Characteristics Augmentation System (MCAS). Aviation experts across the world accused Boeing of being lax in following safety protocols during 737 Max jet’s development stage. It was reported that the company was in a hurry to face the fast growing competition from archival Airbus. Boeing faced a sever threat of losing its market share in the North American short haul market after the runaway success of Airbus A320. The A320 deployed several first of the kind technologies and grabbed significant market share in European and Asian short haul market. This article explores the strategies that Boeing followed while developing Boeing 737 jet technology over the years. Also the article focuses on the competitive strategy of Boeing in general while playing catch-up with its competitor Airbus. Secondary data was analysed to illustrate cascading effect on the technology development.
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"Boeing celebrates first flight of 737 MAX." Reinforced Plastics 60, no. 3 (May 2016): 115. http://dx.doi.org/10.1016/j.repl.2016.04.006.
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"Boeing Technological Issues and Challenges: Nosedive Strategy." International Journal of Innovative Technology and Exploring Engineering 8, no. 11 (September 10, 2019): 481–85. http://dx.doi.org/10.35940/ijitee.k1411.0981119.
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Major aircraft manufacturing companies – Boeing & Airbus based at US & France respectively are in severe competition with each other. Therefore, both the companies tried to develop innovatory technological changes to offer their airplanes with better features and performance. Accordingly, Boeing developed 737 Max with special technical features and claimed on its website this model as its fastest selling airplane. The latest technological changes developed for 737 Max are not known to the industry. In Oct 2018, its first 737 Max crashed killing all the 189 passengers and in Mar 2019, another plane crashed killing 157 passengers. The issues of software with MCA in these planes is being enquired upon as these installations made aircrafts more powerful and aggressive that it nosedived the flight. This paper is about the issues of 737 Max and its future challenges s all 737 Max numbering around 300 have been grounded in all the countries.
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Makó, Sebastián, Marek Pilát, Patrik Šváb, Jaroslaw Kozuba, and Miroslava Čičváková. "Evaluation of MCAS System." Acta Avionica Journal, July 31, 2020, 21–28. http://dx.doi.org/10.35116/aa.2020.0003.
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The aim of the article is to analyze the functionality of the Boeing MCAS system. MCAS is identified as the main culprit of two air accidents that impacted Boeing and grounded Boeing 737 MAX aircraft. Many findings indicate that the above type of aircraft was released into service with many errors that had an impact on aircraft control, and it is clear that Boeing knew about these errors and specifically kept them secret. Boeing kept the errors from affecting the production of the 737 MAX and at the same time losing competition against Airbus. Investigations and certification of this type are not completed even one year after their grounding and this process will have a long-term impact on the entire aviation industry.
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Jayawardana, Rahul. "Boeing 737-800 and MAX 8 Critical Factor Simulation." International Journal of Research Publications 59, no. 1 (August 16, 2020). http://dx.doi.org/10.47119/ijrp100591820201380.
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Demirci, Seref. "The requirements for automation systems based on Boeing 737 MAX crashes." Aircraft Engineering and Aerospace Technology ahead-of-print, ahead-of-print (August 27, 2021). http://dx.doi.org/10.1108/aeat-03-2021-0069.
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Purpose This paper aims to show the current situation and additional requirements for the aircraft automation systems based on the lessons learned from the two 737 MAX crashes. Design/methodology/approach In this study, the Swiss cheese model was used to find the real root causes of the 737 MAX accidents. Then, the results have been compared with the actions taken by the manufacturers and authorities. Based on the comparison, the necessary improvements to prevent such accidents are defined. Regarding the faulty sensor that forms the accidents, a synthetic sensor was developed using an aerodynamic model. Findings It has been proven that the safety-critical automation systems should not be designed by relying on a single set of sensor data. Automation levels should be defined in a standard way. Depending on the defined automation level, the system must be designed as either fail-safe or fail-operational system. When designing backup systems, it should be decided by looking at not only whether it has power but also the accuracy of the incoming signals. Practical implications Aviation certification requirements related to automation systems need to be revised and improved. With this context, it was revealed that the certification processes for automation systems should be re-evaluated and updated by aviation authorities, especially Federal Aviation Administration and European Union Aviation Safety Agency. Originality/value Task sharing between automation system and pilot based on the classification of automation levels and determining certification requirements accordingly has been brought to the agenda. A synthetic Angle of Attack sensor was developed by using an aerodynamic model for fault detection and diagnosis.
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Cioroianu, Iulia, Shaen Corbet, and Charles James Larkin. "Guilt through Association: Reputational Contagion and the Boeing 737-MAX Disasters." SSRN Electronic Journal, 2020. http://dx.doi.org/10.2139/ssrn.3758488.
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Welch, James. "Will Boeing soar again? Navigating a corporate recovery process." Journal of Business Strategy ahead-of-print, ahead-of-print (July 17, 2020). http://dx.doi.org/10.1108/jbs-04-2020-0087.
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Purpose This paper aims to examine the prospects of a Boeing recovery following disasters in 2019 and 2020. While some companies have navigated successful journeys through the process of reputational recovery following self-inflicted pain, Boeing faces significant reputational and global complications which have greatly prolonged the recovery process. Design/methodology/approach This paper is based on a case study approach examining the recovery process for Boeing, considering the safety issues of 2019 and the pandemic crisis during 2020. Although the Covid-19 spread was certainly a black swan event, Boeing had already inflicted a great deal of damage upon its business and reputation because of the 737 Max. This paper examines their recovery process thus far by using a four-step recovery model of replace, restructure, redevelop and re-brand that has been implemented in previous corporate recoveries. Findings When examining the corporate recovery process, though the four-step approach is a model that can work across industries, there are some challenges depending on corporate specifics. The major challenge with Boeing is the ongoing reputational concerns regarding safety combined with the new global reality because of the Covid-19 pandemic. A full corporate recovery will require attention to each of these four prongs of the process, stretched out over several years. Any missteps along the way will only prolong the pain for one of history’s most historic and influential manufacturers. Originality/value While several publicly traded companies have overcome significant obstacles over the past five years in the quest to regain trust within the marketplace, Boeing continues to face strong headwinds. Using previous examples of corporate recovery provides an interesting case analysis of what to do and what not to do during the corporate recovery process and provides a unique blueprint to what might bring Boeing back from the brink.
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Wendel, W. Bradley. "Technological Solutions to Human Error and How They Can Kill You: Understanding the Boeing 737-Max Products Liability Litigation." SSRN Electronic Journal, 2019. http://dx.doi.org/10.2139/ssrn.3430664.
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Bequette, B. Wayne. "Human-in-the-Loop Insulin Dosing." Journal of Diabetes Science and Technology, December 4, 2019, 193229681989117. http://dx.doi.org/10.1177/1932296819891177.
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The last ten years of efforts in developing automated insulin dosing systems have led to one hybrid closed-loop device in the US market with more in the late stages of development. Much of the focus has been on algorithms, including closed-loop, detection of sensor and pump faults, and safety. There has been less discussion in the open literature about user interface design and related options. This article provides perspectives on automated insulin delivery (AID) system design by analyzing commonly used devices, such as bicycles and car entertainment systems. The recent Boeing 737 Max 8 disasters are used to highlight related challenges with AID systems. The role that system engineers can play in the do it yourself artificial pancreas system movement is also discussed. The human-in-the-loop remains by far the most important “component” of any AID system.
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Clarke, Thomas. "The Contest on Corporate Purpose: Why Lynn Stout was Right and Milton Friedman was Wrong." Accounting, Economics, and Law: A Convivium 10, no. 3 (December 3, 2020). http://dx.doi.org/10.1515/ael-2020-0145.
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AbstractIt is now 50 years since Milton Friedman set out his doctrine that “The Social Responsibility of Business Is to Increase Its Profits.” This paper seeks to add fresh and compelling new evidence of why Lynn Stout was correct in her resolute critique of the thesis of shareholder primacy at the heart of the Friedman doctrine, and how this doctrine remains profoundly damaging to the corporations that continue to uphold this belief. It is argued that the Friedman doctrine has had a catastrophic impact upon American business and society beginning with General Motors failure to respond to investor calls for increased concern for safety and pollution at the time of Friedman’s intervention in 1970, stretching all the way to the recent fatal errors of Boeing in placing a higher priority in getting the new Boeing 737 MAX into the market than ensuring the soundness of software controls on the flight deck which led to two horrific plane crashes in 2018 and 2019 with the loss of 346 lives. These tragic errors in corporate judgement are ultimately related to the constricted sense of corporate purpose imposed by Milton Friedman and taken up with enthusiasm by agency theorists focused upon maximising shareholder value. This reckless single-mindedness has privileged the pursuit of the narrowest of financial measures of performance above fundamentals including passenger safety and environmental emissions controls. As a result, innocent lives have been lost, brands have been tarnished, and ultimately the strategic future of significant corporations endangered, and the ecology of the planet imperilled. There is now emerging a new sense of the purpose of the corporation that defines a rationale for corporate social and environmental responsibility in a way similar to Lynn Stout’s more inclusive stakeholder approach. The question remains open whether this will lead to the development of fiduciary duties, governance, strategies, targets, measures, transparency and disclosure that might deliver the sustainable corporation.
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Lytvynenko, Sergiy, and Iryna Panasiuk. "Trends and Prospects of the Development of the Global and National Air Transport Markets." Electronic Scientific Journal Intellectualization of Logistics and Supply Chain Management #1 2020, June 5, 2020, 99–109. http://dx.doi.org/10.46783/smart-scm/2020-1-9.
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The article identified the preconditions for the development of the world economy which included the processes of globalization and internationalization. The role of air transport in the world economy is emphasized because its weight grows every year, because it provides the development of tourism, international programs and cooperation between individual regions of the world. There has been an increase in the number of multinational corporations, increasing the mobility of business passengers what is very important for the airlines. The critical analysis of scientific publications made it possible to state that in Ukraine and abroad the development of the air transportation market was studied by many scientists and their contribution to solving a number of scientific problems related to identifying prospects and opportunities for international and national air transportation markets as well as with the optimization of air carriers is important. However, it was found that insufficient research on recent trends and prospects for the development of global and national air transport markets is in the face of new challenges including the outbreak of coronavirus infection COVID-19. It was found that air passenger traffic in the global market has grown steadily in recent years by 7-8% every year and a quarter of sales depend on the regularity of air transportation of which 70% of this type of business determine the vectors of market expansion. The analysis of aviation accidents revealed that they have a very significant impact on the performance of the carrier whose aircraft suffered them. This applies to both reputational and purely financial losses. The problems with the Boeing 737 Max type also became a serious challenge for the aviation industry due to a number of incorrect design decisions of the world’s leading aviation concern and attempts to save on the training of pilots of this type of aircraft. It is noted that modern passengers are trying to minimize the time spent on travel, the trend of fragmentation of the holiday period is growing rapidly. As a result of the analysis of the domestic air transportation market, it was revealed that during 2019 there was an expansion of the market in general, as well as the activities of foreign airlines, travel from Ukraine to Europe and other parts of the world increased rapidly. A radical change in market trends was observed in mid-March 2020, when due to the spread of the COVID-19 coronavirus in the world, quarantine was introduced and regular flights were stopped. The national air carrier Ukraine International Airlines has declared a two-stage period of resumption of work after the end of quarantine. The authors found signs of hybridization of the airline’s business models at the first stage of the restart and the transition to the airline’s business model which has features of both point-to-point models and obvious features of the model of low-cost carriers. Whereas in the second stage the transition to a partial network model with low-cost models is most likely followed by the emergence of a new already stable hybrid business model based on network principles but with stable features of a low-cost airline.
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Fischer, Dov. "Was Boeing’s Compensation Committee Sufficiently Independent in Judging the Business Risk of the 737 Max?" SSRN Electronic Journal, 2019. http://dx.doi.org/10.2139/ssrn.3370066.
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Hannah, John, Robert Mills, Richard Dill, and Douglas Hodson. "Traffic collision avoidance system: false injection viability." Journal of Supercomputing, April 12, 2021. http://dx.doi.org/10.1007/s11227-021-03766-9.
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AbstractSafety is a simple concept but an abstract task, specifically with aircraft. One critical safety system, the Traffic Collision Avoidance System II (TCAS), protects against mid-air collisions by predicting the course of other aircraft, determining the possibility of collision, and issuing a resolution advisory for avoidance. Previous research to identify vulnerabilities associated with TCAS’s communication processes discovered that a false injection attack presents the most comprehensive risk to veritable trust in TCAS, allowing for a mid-air collision. This research explores the viability of successfully executing a false injection attack against a target aircraft, triggering a resolution advisory. Monetary constraints precluded access to a physical TCAS unit; instead, this research creates a novel program, TCAS-False Injection Environment (TCAS-FIE), that incorporates real-world distributed computing systems to simulate a ground-based attacker scenario which explores how a false injection attack could target an operational aircraft. TCAS-FIEs’ simulation models are defined by parameters to execute tests that mimic real-world TCAS units during Mode S message processing. TCAS-FIE simulations execute tests over applicable ranges (5–30 miles), altitudes (25–45K ft), and bearings standard for real-world TCAS tracking. The comprehensive tests compare altitude, measure range closure rate, and measure signal strength from another aircraft to determine the delta in bearings over time. In the attack scenario, the ground-based adversary falsely injects a spoofed aircraft with characteristics matching a Boeing 737-800 aircraft, targeting an operational Boeing 737-800 aircraft. TCAS-FIE completes 555,000 simulations using the various ranges, altitudes, and bearings. The simulated success rate to trigger a resolution advisory is 32.63%, representing 181,099 successful resolution advisory triggers out of 555,000 total simulations. The results from additional analysis determine the required ranges, altitudes, and bearing parameters to trigger future resolution advisories, yielding a predictive threat map for aircraft false injection attacks. The resulting map provides situational awareness to pilots in the event of a real-world TCAS anomaly.