MCAS provides for the certification requirement of continually increasing stick forces with increasing pitch, which was otherwise not met at high angles of attack and high thrust settings.
MCAS (or another means to accomplish the same goal) was required for the aircraft to meet certification requirements, regardless of whether it was to share a common type rating with the rest of the 737 fleet (so long as it shared the landing gear with the rest of the 73' line, it was going to have this adverse aerodynamic raw result).
That regulation seems to be at a static thrust level right?
> 75 percent of maximum continuous power for reciprocating engines or the maximum power or thrust selected by the applicant as an operating limitation for use during climb for turbine engines; and
Wouldn't that give a stable pitch response because the thrust relative to the center of mass is constant? Also if the MCAS is always pushing the plane out of the given AoA (which seems to be what it's logic is, if AoA > x trim down until AoA < x) would that be considered outside the flight envelope anyways? The stick force curve goes screwy for every aircraft in a stall.
It's an aerodynamic issue with the 737 MAX: the engine cowlings themselves produce lift at a high angle of attack, and the engines are mounted farther forward than they are on other 737s.
MCAS (or another means to accomplish the same goal) was required for the aircraft to meet certification requirements, regardless of whether it was to share a common type rating with the rest of the 737 fleet (so long as it shared the landing gear with the rest of the 73' line, it was going to have this adverse aerodynamic raw result).
https://www.risingup.com/fars/info/part25-175-FAR.shtml