Originally Posted by
edmundronald
SLF, PhD, engineer here:
Are 737 Max crews going to learn to respond to that "Special AoA stick shaker" via an iPad briefing? Because it appears simulator training for the Max pilots is excluded ...and I believe pilots are educated to know that stick shaker usually means low speed or stall, so now the stick shake signal is ambiguously getting overloaded with a second semantic.
Also don't you pilots think that having the stick shaker go off quite soon after you clean up and are accelerating (!) is a bit confusing at a moment of fairly high workload, and resolving the semantic ambiguity - AM IS STALLING OR IS THIS JUST AoA DISAGREE? - carries with it a non-negligible chance of startle factor, non-optimal pilot response, and then PIO or even as in the case of two Max airframes uncontrolled flight into terrain and grief issues for a number of families?
In terms of the thought process that the 737 pilot goes through to determine whether a stick shaker warning is either 1)
correct thus requiring stall avoidance procedures, or 2)
false thus requiring faulty AOA or airspeed input procedures (i.e. Airspeed Unreliable NNC),
the 737NG and MAX are absolutely identical and no difference training is needed. This thought/decision process should occur very quickly, even accounting for the startle effect.
If you can figure this out in the NG, you can figure it out in the MAX. The corollary is, however, if you
can't figure it out in an NG, you are not going to figure it out in the MAX either.