With the MCAS implemented, new test pilot Ed Wilson said the "MAX wasn't handling well when nearing stalls at low speeds" and recommended MCAS to apply across a broader range of flight conditions. This required the MCAS to function under normal g-forces and, at stalling speeds, deflect the vertical trim more rapidly and to a greater extent—but now it reads a single AoA sensor, creating a single point of failure that allowed false data to trigger MCAS to pitch the nose downward and force the aircraft into a dive.[52][2] "Inadvertently, the door was now opened to serious system misbehavior during the busy and stressful moments right after takeoff", said Jenkins of The Wall Street Journal.[53]