Or if the still-not-redundant air speed sensor fails.

There’s also the recent report that parts of the tail wing were not properly torqued, and they’re internally falling apart.

Do you mean the AoA sensor?

There have always been at least three airspeed pitots on every 737 model.

Also, as of 2022, there are 2 physical sensors and a computed value from alternate sources for AoA on all flying MAX planes

The 737 has had an empennage assembly problem since the 737-classics, every few years boeing promises they've tightened QA and it's solved, then it happens again.

it does seem like there's been an uptick in "incidents" involving boeing planes, in particular, and maybe that's because of the fallout of the merger between boeing and md (https://qz.com/1776080/how-the-mcdonnell-douglas-boeing-merg...), and even then i'm not sure if that's _statistically_ accurate. this does not, however, invalidate the CP premise that it's generally safe to fly, even on the Max series and that is largely because this part of the process is working (grounding, checking, remediating) even if the development and manufacturing processes have failed.

however, i'll also agree with you that being subject to the effects of iterative improvement is uncomfortable in the air transport context.