FAA proposes draft B-737 Max Training only for US carriers & registered aircraft only

The FAA has released a flight standardisation boardreport relating to B-737 Max pilot training. Soon after, an addendum was issued too. While FAA has clearly stated that the training required in the FSB is mandated for US air carriers & US registered aircrafts, other aviation authorities must take their own action for the return of the B-737 Max.Question, will the Indian regulator follow a systematic process of change management and not be rushed into the re-entry process? Will the FSB report adopted in toto and will the regulators draft training requirements be put out for public comments?
The key highlights are quoted below from the FAA website as of 7th Oct 2020:While this is an important step, several key milestones remain:Final Design Documentation and Technical Advisory Board (TAB) Report – The FAA will review Boeing’s final design documentation to evaluate compliance with all FAA regulations. The multi-agency TAB will also review the final Boeing submission and issue a f…

Fact Checked: ICAO mandates arresting systems on runways like Kozhikode, why was it not complied with?


ICAO has defined Runway End Safety Area (RESA) in Annex-14 as a standard that must be complied with.
An area symmetrical about the extended runway centre line and adjacent to the end of the
strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway.
3.5.1 A runway end safety area shall be provided at each end of a runway strip where:
— the code number is 3 or 4; and
— the code number is 1 or 2 and the runway is an instrument one.

10.2 Where provision of a runway end safety area would be particularly prohibitive to implement, consideration would have to be given to reducing some of the declared distances of the runway for the provision of a runway end safety area and installation of an arresting system.
10.3 Research programmes, as well as evaluation of actual aircraft overruns into arresting systems, have demonstrated that the performance of some arresting systems can be predictable and effective in arresting aircraft overruns.

While it is abundantly clear for the text as given in ICAO Annex-14 that when the RESA is carved out of an existing runway surface by reducing the declared distance or runway length available, arresting systems must be provided. The Kozhikode runway length was reduced from 2860m by 160m to carve out a RESA length of 240m.
Why was the arresting system not provided is what need to be probed. India has not filed any differences with ICAO standards till Dec 2019 which means that India will comply with the standard as given in Annex-14.

Arresting System
ICAO Annex-14 extract 

The only social media tweet justifying the non installation is from the Aviation Ministry.
The corollary I can draw is, don't install seat belts because the maintenance and replacement would be complex. What do you infer?


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