The 737 was first certified by the FAA in 1967. Like every new 737 model since then, the MAX has been approved partially with the original requirements and partially with more current regulations, enabling certain rules and requirements to be grandfathered in. Chief executive Dai Whittingham of the independent trade group UK Flight Safety Committee disputed the idea that the MAX was just another 737, saying, "It is a different body and aircraft but certifiers gave it the same type rating." On May 15, 2019, during a senate hearing, FAA acting administrator Daniel Elwell defended their certification process of Boeing aircraft. However the FAA criticized Boeing for not mentioning the MCAS in the 737 MAX's manuals. Representative Rick Larsen responded saying that "the FAA needs to fix its credibility problem" and that the committee would assist them in doing so. In 2013, a Boeing meeting urged participants to consider MCAS, (Maneuvering Characteristics Augmentation System), as a simple add-on to the existing stability function: "If we emphasize MCAS is a new function there may be greater certification and training impact". Boeing also played down the scope of MCAS to regulators. The company "never disclosed the revamp of MCAS to FAA officials involved in determining pilot training needs". On March 30, 2016, Mark Forkner, then MAX's chief technical pilot, requested senior FAA officials to remove MCAS from the pilot's manual. Boeing had presented MCAS as being existing technology, but inquiries and certification authorities have raised doubts about its technology readiness. The officials had been briefed on the original version of MCAS but not that MCAS was being significantly overhauled. Because Boeing offered Southwest Airlines a $1-million-per-plane rebate if training was ultimately required, pressure on Boeing executives and engineers increased. In 2017, as the airliner's five-year certification was nearly completed, Forkner wrote to an FAA official, "Delete MCAS". Boeing considered MCAS part of the flight control system, based on the fundamental design philosophy of retaining commonality with the 737NG. However, MCAS was left in the glossary of the 1,600-page flight manual. Top Boeing officials believed MCAS operated only far beyond the normal flight envelope, and was unlikely to activate in normal flight. Boeing had also failed to answer questions raised by Canadian test pilots on behalf of Transport Canada before the airplane was certified. On November 6, 2018, after the Lion Air accident, Boeing published a service bulletin in which MCAS was mentioned as a "pitch trim system."