The new news here is that "the MAX doesn't handle well in stalls at low speeds." So MCAS #2 was a bandaid to fix that problem, which is apparently a separate issue from the high angle of attack issue that we knew about, which was fixed by MCAS bandaid #1. Now the fix is to make MCAS less likely to trigger, what does that do to the low speed near stall handling?
Fingers are already being pointed. This probably came from Boeing's
PR team, so the true story must be pretty bad. Were laws broken? The government tends to take the paperwork seriously, and this looks like a conscious effort to suppress information about the MAX's handling issues, which affects both the FAA and the SEC if they want to push it. Boeing seems to be positioning the blame onto one "rogue" flight tester, who now works for Southwest. "Oh no sir, nobody else knew about this change, or hardly anybody else and certainly not the CEO." That worked for Volkswagen for about -1 seconds.
Is it a typical career path for a top flight tester and former top FAA official to become a first officer?