Transcript for Boeing CEO speaks out after deadly crashes
But now to new developments involving the deadly crash of the Boeing 737 max jet. Boeing's CEO speaking out as we learn more about what those black boxes reveal. David Kerley is at a 737 simulator in Toronto with more. Good morning, David. Reporter: Good morning, robin. We're trying to give you a sense of what it's like in this aircraft a little bit later. The investigators are getting together in Ethiopia and in the next day, day and a half we may have more information on what happened in this second crash. For the first time since 157 people perished in that second Boeing 737 max crash in Ethiopia, the CEO appearing on camera in a statement to the flying public. Lives depend on the work we do at Boeing. And that demaps the utmost excellence answer integrity in how we do it. Reporter: He says his company is cooperating with the FAA and NTSB on the investigation into this crash, now gathering in Ethiopia to analyze the data and the lion aircraft in which it acted in a similar way. Together we'll keep striving to earn and keep the trust people have placed in Boeing. Reporter: Boeing according one financial analyst could lose $500 million a month coming in while it's stopped delivery of the 737 maxes. Questions swirl about how it was approved to fly. "The Seattle times" says it pressured them to cede more and more control to Boeing. It is the norm now for most of the work of certifying the safety of an airplane to be delegated to Boeing engineers. Reporter: Now increased scrutiny. Investigations about how the jet's new anti-stall system called mcas connected with the first crash was certified safe. Boeing did market this model to airlines as cost effective requiring minimal training and no time in a simulator because of commonality with the previous version, the 737 next gen. I talked to an American airlines pilot who told me that his transition from the 737 Ng to the 737 max required had him to train for approximately an hour or less than two hours on an iPad. There was no simulator training. There was no real world that was it. Away we go downhill. Reporter: Flight instructor Aaron Murphy is in a simulator in that previous model. In the first crash we know right after takeoff bad data turned on that anti-stall system, the mcas. It's perhaps sending in information we're stalling. We fight it. We get on the trim and try to recover. Reporter: The difference in the max is that that automatic system would be more aggressive in pushing the plane's nose down putting it into a dive. The mcas is trimming down. Reporter: He illustrates how that anti-stall system which pilots didn't know about before the crash was difficult to battle and if they did correct, the mcas would re-engage. The MCSS is trimming nose down, we're fighting it and then it kicks in again. Reporter: The question this morning, was that anti-stall system involved in both crashes? It just becomes a seesaw battle and every time it takes over it is trimming further nose down. Reporter: So we are simulating right now nose down and, Aaron, Boeing has a procedure basically that you're supposed to follow if this what do you do? Absolutely. It's 9 runaway trim procedure and first thing you have to do is turn offer the autopilot. If the tail is still nose down you have two switches down That's correct. I got to come down to the stabilizer trim cutoff switches and shut it off. This is a manual wheel which doesn't turn in the simulator but you are now moving the tail back up to get us back up to level flight. You are completely flying manually at this point. That's correct. Recovering the flight path of the aircraft and we'll head straight back to the airfield. The procedure basically shut off the system which he just did. This looks complicated if you have not been in one of these cockpits but it's like your car. With the right training it's second nature. New software is coming on the way it works in the max. That's supposed to be out in a couple of week, guys, according to Boeing and the FAA. How many simulators are there, Steve? There are only a few actually, Boeing has one in air Canada has one. American airlines is getting theirs in December. Basically the simulators are very similar sex interto are a couple systems that act differently in this -- I'm sorry I called you Steve, David. We're about to talk to colonel Steve ganyard. What did you see in that demo, Robin, really interesting there. Aim glad David did that. That tells us what could have prevented the lion air mishap. In that there was maintenance malpractice, things that weren't fix the and then there was pilot error. You saw those two switches that the captain there in the simulator switched off. If those two switches had been switched off and left off in the lion air crash, it would have never come down. So the real question is, did this new autopilot that Boeing initialized in the max, was it a contributing factor? But we have to go back to what we know in the lion crash was human error. How can people trust? How can passengers trust manufacturers, regulators when they're only being told now that they're doing what they can to make sure that that aircraft is fully safe? Only now they're doing that. Yeah, robin, we haven't seen anything that would suggest there was any duplicity or Boeing was covering something up but David did point out there is a real balance here was the FAA underfunded and did they have to rely on Boeing to certify the jet and in the process did something where an engineer said this could never happen because people would have to make five or six different errors, did that actually happen and did this autopilot contribute to the mishap in lion air and maybe in the ethiopian crash? But, robin, you know, flying is based on trust. It's just not natural to get in that little tube up there and fly at six miles above the Earth at the speed of sound and so when something calls into question the safety of that airplane, people get very nervous. Boeing as a business rests on trust. If they can't get our trust back, they're not going to be around much longer as a company so they have a vested interest in making sure this gets fixed and fixed right. Of course they have a vested interest in this but is the problem just FAA being underfunded or some kind of inherent conflict where the FAA is expected to protect safety and Boeing needs to get them online. There is a tension between the commercial push to get these airplanes off and to get them certified quickly and so this is something that the congress is actually going to have to go back in its oversight role and make sure too much of the certification process is not being given to the manufacturer. It's a real question. Okay, Steve ganyard, thanks very much. Thanks to David too. Simulator. Teacher under arrest accused
This transcript has been automatically generated and may not be 100% accurate.