Originally Posted by
Smythe 
No, the aircraft pitches up in high AoA and high G manuvers.
Incorrect. The aircraft does not pitch up all by itself. It pitches up because the pilot is pulling back on the yoke. However, the pull forces required were not linear.
Did you read the article in the Seattle Times?
Why do you think it gets light on the stick? It is pitching up, all by itself.
The lack of smooth feel was caused by the jet’s tendency to pitch up, influenced by shock waves that form over the wing at high speeds and the extra lift surface provided by the pods around the MAX’s engines, which are bigger and farther forward on the wing than on previous 737s.
The aircraft tends to stall at low speed.
All aircraft tend to stall at low speed. They also stall at high speed if you pull enough g's. No surprises here.
Yes, they do, but not as a function of an aerodynamic design flaw. Really, all by themselves? They had to automatically push the nose down 2.5 degrees! That is far outside the envelope. What about the AP trim, it couldnt handle the stall without MCAS...
While the problem was narrow in scope, it proved difficult to cope with. The engineers first tried tweaking the plane’s aerodynamic shape, according to two workers familiar with the testing. They placed vortex generators — small metal vanes on the wings — to help modify the flow of air, trying them in different locations, in different quantities and at different angles. They also explored altering the shape of the wing.
Why would they need to alter the aerodynamic shape,
attempt to modify the flow of air......even to consider modifying the wing, if it was aerodynamically stable??
really, what are you thinking?
The classical stability analysis you quote assumes that the control surfaces are fixed.
Exactly, fixed and linearized about a chosen flight condition. Extrapolating that to fixed control surfaces per condition.
When they noted that there is shock waves forming over the wings and extra lift from the nacelles, that is not a linear function, nor an anticipated condition. Shock waves meaning that over certain surfaces, the airflow is going supersonic. (this is why they tried vortex generators to redirect the airflow.) The supersonic airflow can mean a whole bunch of things to the wing, flutter being the most common, but in this case, the loss of laminar airflow over the wing was not able to be controlled using their typical solution, the vortex tabs. (I mean, the engine nacelle is higher than the wing portion behind it)
What does loss of laminar airflow (ie separated airflow or turbulence) mean over the wing? Stall.