Originally Posted by
megan
It would be interesting to know just how much of the envelope requires MCAS type input, given that it has been said the MCAS is only required to address shortcomings at light weight and CoG at the aft limit.
Megan it seems that MCAS was added for the reason you mention, but later in the aircraft certification process MCAS was needed to solve another issue around the low speed stall. It seems this is when the speed of trim and the amount 0.6 to 2.5 degrees was made.
It seems the MAX has serious issues flying slow near the stall and fast with a high AoA - but fly's fine in the simulator after a short iPad differences course. The regulator will all know of the possible problems gossiped on Pprune and other places, my guess is a number of them will not take Boeing or the FAA's word on these ares of concern and require extensive flight testing to be carried out possibly with average crew. The aircraft will need to demonstrate that it is very flyable when MCAS gets deactivated intentionally or not.