{"id":717,"date":"2020-06-04T19:34:43","date_gmt":"2020-06-04T19:34:43","guid":{"rendered":"http:\/\/marereport.namma.org\/?p=717"},"modified":"2023-11-20T21:15:14","modified_gmt":"2023-11-20T21:15:14","slug":"long-live-seamanship-learning-lessons-from-the-boeing-737-max","status":"publish","type":"post","link":"https:\/\/marereport.namma.org\/index.php\/2020\/06\/04\/long-live-seamanship-learning-lessons-from-the-boeing-737-max\/","title":{"rendered":"Long Live Seamanship! (Learning lessons from the Boeing 737 Max)"},"content":{"rendered":"\n

Photo: An able-bodied seaman climbs a kingpost to perform maintenance aboard a general cargo ship. Randy C. Bunney, Great Circle Photography [CC BY-SA 2.5] <\/em><\/p>\n\n\n\n

by Rev. David Reid<\/strong> MA AFNI<\/p>\n\n\n\n

An article written by\nWilliam Langewiesche for the New York Times recently caught my attention \u2013 the\narticle was titled \u201cWhat really brought down the Boeing 737 Max.\u201d Langewiesche\nwrote about the question of airmanship. In his detailed analysis of the two crashes\nthat subsequently grounded the global 737 Max fleet, Langewiesche presents a\nview that the pilots lacked the essential quality of airmanship. Langewiesche\nis a writer at large for the New York Times and a former national correspondent\nfor The Atlantic magazine. He has a background in aviation as a pilot before\nturning his focus to journalism.<\/p>\n\n\n\n

When I read the article published on September 18, 2019, in the New York Times, I confess that the term airmanship was new to me. However, as I read Langewiesche\u2019s definition, I recognized that airmanship is a very close cousin to seamanship the essential ingredient of the maritime industry. <\/p>\n\n\n\n

Here\u2019s how Langewiesche defined airmanship:<\/p>\n\n\n\n

\u201cAirmanship is an anachronistic word, but it\nis applied without prejudice to women as well as men. Its full meaning is\ndifficult to convey, it includes a visual sense of navigation, an operational\nunderstanding of weather and weather information, the ability to form mental\nmaps of traffic flows, fluency in the nuance of radio communication and,\nespecially, a deep appreciation for the interplay between energy, inertia, and\nwings. Airplanes are living things. The best pilots do not sit in cockpits so\nmuch as strap them on.\u201d<\/em><\/p>\n\n\n\n

We can easily identify\nand interpolate Langewiesche\u2019s definition of airmanship to our maritime\nseamanship.<\/p>\n\n\n\n

In my recent book Eight Down<\/em>, I focused on the loss of\neight ships over 42 years, starting with the Edmund Fitzgerald<\/em> in 1975 to the Stellar Daisy<\/em> in 2017. I wrote about the Swiss Cheese Model of\naccident causation developed by Professor James Reason. I considered the role\nof mindfulness in both individuals and the collective and how that played a\npart in the loss of the eight. In my book, I touched briefly on the Boeing 737\nMax issue as the story was unfolding in early 2019; clearly, there were actions\nof both individual and collective mindfulness that allowed the failure\ncondition which led to the tragic crash of both the Lion Air and Ethiopian\n737\u2019s.<\/p>\n\n\n\n

Seamanship is both the\napplication of common sense and the spatial awareness that comes from the\nability to process multiple streams of data and rapidly make sense of it all. I\nlearned the common-sense rule fifty years ago from a Royal Navy quartermaster\nduring my week at the London School of Seamanship then based at St Katharine\u2019s Dock.\nThose of us who will have passed through that esteemed training establishment\nwill remember vividly the metaphor he used to explain common-sense.<\/p>\n\n\n\n

During my research for\nEight Down<\/em>, I observed that there\nwere numerous instances when the practice of seamanship was in short supply. The\nEdmund Fitzgerald\u2019s<\/em> hatch covers were\nnot adequately secured. The Marine\nElectric<\/em> was unseaworthy with perforated hatch covers. The Herald of Free Enterprise<\/em> sailed with\nher bow doors open. The Sewol <\/em>was in\na known unstable condition. The El Faro<\/em>\nwas unseaworthy sailing into the path of a hurricane. The Derbyshire<\/em>, Estonia,<\/em> and Stellar Daisy<\/em> all had latent defects\nthat were not apparent to those who operated the ships. They were victims of a\ncollective absence of mindfulness by those responsible for their design and\nconstruction.<\/p>\n\n\n\n

Where are we today on\nthe question of seamanship? Are we moving into an era where like Airbus we will\ndepend on shipbuilders to design and build ships that manage themselves? Or are\nwe dependent on the Boeing approach that relies on airmanship to override and\napply manual skills? <\/p>\n\n\n\n

While future\nnewbuilding design from shipowners may deliver the autonomous ship of the 21st<\/sup>\ncentury, will the shipyards have the capability to build a ship that can\nwithstand the maritime environment? When we compare shipbuilding to the\nengineering capability of aircraft builders like Airbus and Boeing. We must ask\nif the maritime industry has reached the level of sophistication and the\nwillingness to commit the capital to pull it off. The 737 Max story has pulled\nback the curtain to reveal serious problems in the Boeing MCAS software and the\ntraining required to understand how to use the system. Langewiesche put it this\nway; the pilots were; \u201cweak in an essential quality known as airmanship.\u201d\nLangewiesche illustrates that there is a fundamental difference between how\nBoeing and Airbus designed their planes. The founding father of Airbus, Bernard\nZiegler, the French engineer and former military pilot chose the fly-by-wire\napproach. His view was as follows; \u201c90% of pilots believed they could extract\nmaximum performance from an airplane during emergency pull-ups away from the\nground, but that only 10% actually could.\u201d The Airbus solution was to automate\nthe pull-ups and let computers do the job. Conversely, Boeing\u2019s answer was to\ncontinue to rely on pilots. Ziegler decided to take on Boeing by creating a\nrobotic airplane that would address the accelerating decline in airmanship and\nrequire minimal piloting skills largely by using digital flight controls to reduce\npilot workload.<\/p>\n\n\n\n

Langewiesche wrote\nabout the challenge of training pilots in Asia, this was well known to Boeing,\nand in prior years they stepped in to assist China. Boeing found that Chinese\npilots were flying by the use of prescriptive checklists with no ability to\ninterpret; they referred to them as \u201crote pilots.\u201d After introducing a new\napproach and a rigorous approach to safety, they enabled Chinese pilots to gain\nthe mindfulness of airmanship that has now made China a safe place to travel.\nThe Lion and Ethiopian 737 Max pilots were overwhelmed by the failures of a\nhidden system that they could not reasonably have been expected to cope with \u2013\nthey had no awareness of the MCAS system \u2013 even though all they needed to do\nwas to flip two switches to turn the MCAS off. However, to do that meant that\nthey not only needed to be aware, but they had to act very quickly. <\/p>\n\n\n\n

In the airline industry, pilots train and are certified on each aircraft design, this explains why many budget airlines fly only one type of aircraft; this provides the airline with full operational flexibility and simplified maintenance. The Boeing 737 and the Airbus 320 represent the two workhorses of budget airlines like Lion and Ethiopian. In the maritime industry, seafarers must cope with a broad spectrum of shipbuilders and a requirement to cope with a diverse fleet not only in terms of ship type but the evolution of design over the 25-year age range of the 50,000 merchant ships in service at any moment. History tells us that disasters are not always the province of the over-aged or those that fly the flag of the fringe flag-states. Bad things do happen to good ships. In Eight Down<\/em>, three of the eight sailed under US Flag, two were under the Red Ensign. Neither of the five could be typically be viewed as regulatory-light or sailing with poorly trained crews.<\/p>\n\n\n\n

In my shipboard\nvisiting as a chaplain, I step onboard each ship still with the consciousness\nof a former chief officer. As I observe the way that the gangway is rigged to\ngeneral husbandry, I form an impression of the ship that I am visiting. I\nalways enjoy my dialog with the crew and the ability to learn about their\nchallenges. I have been struck by their reliance on the accuracy of shore-based\ninformation. This was highlighted in the case of the Stellar Daisy <\/em>having to rely on the shipper\u2019s declaration of the\nmoisture content of the iron ore fines they loaded in Brazil. I have listened\nto chief officers of container ships tell me that the data on their cargo and\nstowage is sent from ashore. They are therefore totally reliant on the\nstability calculations generated by the software. However, that is calculated\nusing the shore data. The recent capsize of the car carrier Golden Ray<\/em> off the port of Brunswick,\nGeorgia, USA raises the question of whether there is a missing link in the\napplication of seamanship. Transverse stability is such a critical safety issue\nakin to the trim on a Boeing 737 Max, when the trim is right the airplane wings\nhave a positive lift. In the case of a ship, a positive GM is essential to\nremaining upright. The case of the Sewol in 2014 and the tragic loss of 250\nhigh school students who were on an overnight field trip is entirely attributable\nto a lack of transverse stability. The Sewol was a clear case of\nabsent-mindfulness and a total disregard of seamanship; ships must always have\na positive GM. In the Boeing 737 Max the loss of positive lift caused the\nplanes to stall and nosedive. A condition that is at the root of airmanship\nmuch as a seafarer should be mindful about positive transverse stability; ships\ncannot behave like ships without a positive GM.<\/p>\n\n\n\n

Based on my\nconversations with seafarers, the quantum of paperwork and ticking of boxes\nthat the seafarer experiences is today more and more prescriptive. The question\nwe have to ask ourselves is: Does this make our ships safe? Langewiesche\u2019s\narticle described Boeing\u2019s observations in China, stating that Chinese pilots\nwere initially trained in an entirely prescriptive method. When the Chinese\npilots were confronted by a \u2018black swan\u2019 event, they were unable to respond\nbecause it was beyond the limit of their script. The inability of the Lion and\nEthiopian pilots to deal with the unusual and unexpected seems to be the root\ncause of the 737 Max incident. The pilots on Lion and Ethiopian were not aware\nor mindful of the automated trim capability of the Boeing MCAS system. The\nsolution to those pilots who were mindful was simple, switch the MCAS off. So,\nin those vital minutes as their 737 Max planes were stalling \u2013 their lack of\nairmanship failed them, and as a result, 346 people died. <\/p>\n\n\n\n

There are lessons here for the application and importance of seamanship. Seamanship and airmanship are both about the skills to deal with the unexpected. In my seagoing career, I recall numerous times when I was confronted with the unexpected, everything from a stowage problem to extreme weather. Looking back on my training, I remember being asked during the second mate\u2019s oral examination a question about how to rig a jury rudder. I am convinced that the purpose of this line of approach was to force us to be able to think beyond the expected. Being able to cope with the unexpected is the true essence of seamanship. Like air travel, the sea is unpredictable, and no amount of prescription can replace the role of active mindfulness, Long live seamanship.<\/p>\n\n\n\n

The opinions expressed herein are the author’s and not necessarily those of The MARE Report.<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"

Photo: An able-bodied seaman climbs a kingpost to perform maintenance aboard a general cargo ship. Randy C. Bunney, Great Circle Photography [CC BY-SA 2.5] by Rev. David Reid MA AFNI An article written by William Langewiesche for the New York Times recently […]<\/p>\n","protected":false},"author":7,"featured_media":2299,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[219],"tags":[291,294,293,292,145,290],"class_list":["post-717","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-maritime-world","tag-boeing-737-max","tag-eight-down","tag-seamanship","tag-sewol","tag-shipwreck","tag-william-langewiesche"],"yoast_head":"\nLong Live Seamanship! (Learning lessons from the Boeing 737 Max) - The MARE Report<\/title>\n<meta name=\"description\" content=\"Reflect on the lessons that seamanship can learn from the Boeing 737 Max situation. 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