Short answer: it's complicated. But there's this small detail of more accidents in the past than in the present. Without doing a breakdown, this is due to bette

Short answer: it's complicated. But there's this small detail of more accidents in the past than in the present. Without doing a breakdown, this is due to better and more reliable components, better and more reliable pilot training (including CRM), and better and more reliable safeguards provided by computer automation. In your example, max power + pull stick does almost always take the plane up. Pull back more, rate of climb increases. Pull back more, rate of climb increases. Pull back more, and rate of climb decreases. Pull back more, and you're no longer climbing. Pull back more, and you're sinking. Pull back more, and you crash. So... what went wrong? A pilot induced unrecoverable stall spin. The only inexpensive way of prevention is training. A more expensive system will place safeguards: stick shaker, or in fly by wire flat out ignore nose up input when approaching the critical angle of attack. So that means such systems must know about angle of attack, and that in effect a computer can second guess pilot inputs in certain cases. And that ship has sailed a while ago. For a few decades now, incident and accident response always includes discussions of "add another button, add another indicator, add another software routine" to add more protections. As far as I'm aware, the pilot is trained about all of those safeguards. How the plane behaves with them. How the plane behaves without them. What makes me angry about MCAS is not the single fail point (which I leave up to engineers to fight over) but the lack of training. In the working case, at high angle of attack, this thing is going to cause the plane to exhibit a completely different behavior than prior 737s. It's going to do this rather odd duck nose down push every 10-15 seconds or whatever it is, in addition to stick shaker? That is not aerodynamic abstraction by software. That's like a silent flight instructor who just pushes on the yoke every 15 seconds for no goddamn reason. At first it will seem transient until you pick up on the pattern. And I can turn that shit off? I should know about the consequences of turning it off! There are consequences with it on, and off, and if it's confused! I need at least three kinds of training on this new feature. I'd love to see this iPad difference training program, and go through this specific part of that training. Or even if a 737 pilot has made a youtube video of that training. Me: pilot < 1000 hours total flight time, ex-flight instructor, and maybe 20 minutes of 737 sim time in a full motion sim that you get to record as actual flight time in your log book, which is fun to say but does not add to my credibility!