FCeng84,
Another very simple question. The 747's lack of positive longitudinal stability when approaching the stall in the clean configuration was compensated (for aircraft on the British register) by fitting a stick nudger when the stick shaker activated. Clearly, this was a 'rough and ready' fix, but it worked and was very simple both to install and for the pilot to understand. Would it not have been possible to introduce a similar device on the 737, designed to activate only when the critical conditions are met, before the stall is identified, and only during the period during which it is necesary to ensure the correct longitudinal stability? Or was the decision to install the MCAS, using software and acting upon the stabiliser, made because the STS was already a feature of the aircraft and it was considered simpler (or more elegant) to use a similar method of solving the problem?
I very much appreciate your precise and clear explanations of these things.