Hmm. If an MCAS situation results in an altitude loss in the region 2000-3000ft for a crew consisting of manufacturer test pilots who know what's going to happen, what will that mean for commercial operation by an "average" crew? Keeping flaps down until passing 5000ft AGL after take-off? Having to select flaps down before descending through 5000ft AGL? If so, what challenges will that bring operationally and economically?
Furthermore, if an MCAS situation is so forceful as described in the sim sessions where airline pilots participated, can the training be satisfactorily addressed by CBT only, or will the regulators mandate time in a SIM properly configured for MCAS events? If so, that kind of kills the idea that a NG pilot can breeze into the cockpit of a MAX with just a couple of hours of CBT under his belt. And that, in turn, will undermine Boeings marketing blurb, and thus make the aircraft somewhat less attractive to current and prospective customers.
Perhaps it should be renamed the 737 Kludge?