Originally Posted by
Tomaski
They also highlight that assumptions made during the MAX’s certification, such as that pilots would quickly diagnose an MCAS malfunction as a common runaway stabilizer problem and react accordingly, were wrong.
And at the same time Boeing obviously did NOT expect the pilots do diagnose a correct MCAS activation in a real high AOA event as trim runaway. How did Boeing figure this out, that the pilots would ONLY diagnose an erroneous MCAS activation as trim runaway and not diagnose a correct MCAS activation as trim runaway?