If Boeing presents their changes to the 737 Max as guards against the limits of pilots, then there is a risk the systems engineering process could be limited or incomplete. …
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If Boeing presents their changes as improving reliability, robustness and resilience of the modified 737 Max, then their systems engineering is likely to have redressed their previous technical errors. …
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The latter approach requires looking hard at how situations can present difficulties, uncertainties & potentially spin out of control and then working to empower pilots to see and handle emerging difficulties despite uncertainty and time pressure. …
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Remember the findings in cockpit automation research: strong, silent, difficult to direct automation is a trigger to accident sequences and undermines the ability to respond effectively, & then …
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the MCAS system was (a) very persistent with strong control authority (b) its role was invisible or oversimplified in training, practice and displays (c) re-directing MCAS and coordinating with the different automated systems was difficult in real time as the upset progressed
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Each of these was badly misjudged in the 737 Max case relative to possible upsets (e.g. consequences of sensor failures) and the dynamics of upsets (a narrow window of opportunity to correct for a situation at risk of spinning out of control) ...
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hence, low robustness and low resilience (and need to improve sensor system reliability) ...
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The difference between the 2 different answers at the top could seem small, but the different framing makes all the difference
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I dont
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We don't. But we'll find out in time...
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