@jh380, @planecane: many thanks for the link -- you saved me who knows how much time on the phone trying to get that information from the FAA.
After reading the proposed changes, my reaction has been: is that all?
IMHO, one key missing item is what happens when MCAS is deactivated, and what level of training is needed to cope with that situation.
Based on Boeing's presentation as reported here: https://theaircurrent.com/aviation-safe ... r-737-max/
(does anybody know if there is some official source, e.g., a Boeing document?), MCAS can now be deactivated in at least two cases: (i) in the case of an "AOA Disagree" due to sensor failure, and (ii) in normal operation, no failures, no AoA Disagree", after one activation. Then, the aircraft would be flying without the augmentation that MCAS is supposed to provide, and was deemed necessary by Boeing, otherwise the system presumably wouldn't have been installed in the first place. Are the handling characteristics close enough to, say, those of the NG, that computer based training, no simulator or actual flight, is deemed sufficient?