Yes, well, that's part of the HSTS modernization that would have to happen.
Typically, we do what's called a particular risk analysis—engine rotor burst, APU rotor burst on the tail of the aircraft in this case—and we say, “Well, you have a blade from that rotor that's going to go and snap through your harness.” That's why you need to separate some signals to make sure that you're not going to take out all the redundancies when there are.... On the HSTS for the 737 Max, there's only one motor to actuate that actuator, so they probably wanted to separate some wires on the connector to make sure that if you had chafing, you wouldn't be shorting two wires that could command it to go full nose-down or full nose-up.