there's still the issue if MCAS is disabled under certain circumstances. how can the MAX meet the certification requirement about consistently increasing forces on the Yoke as the aircraft approaches a stall, which seems a very desirable attribute!
And the liability/fraud issue about the Boeing paperwork that stated MCAS authority would be limited to 0.4 units, thus justifying much less scrutiny and code that wasn't level 1, then actually allowing it 2.5 units of authority? It would be even worse if it was found that B deliberately wrote in 0.4 to get it passed under the radar whilst knowing/having a good guess it would need much much more in actual use. That counts as gaming the regulator.
G