Just like the
RAAS system? Slavish adherence to it's long landing "guidance" mandating a go-around, as required by SOP's will almost certainly be a contributor to a 777 hull loss -
Runway Impact During Attempted Go-Around despite there being ample runway available to stop.
This is not a simple plug-n-play fix. Humans make errors, software isn't context aware. We are a long way from solving our cognitive and software limitations.
As a side issue, I always cross check the FMC N1 against the EFB computed N1, most times it is incorrect
when attached to an aerobridge on the NG (aspirated probes). Thus far, no one has been able to reason the source of this anomaly, in fact it is rarely questioned despite the consequences of an incorrect figure. After pushback, the computed and FMC figures resolve into agreement. Why? The answer is located on the upper DU.