It is not the official position of any safety agency at this point, but regulators are discussing a whole different approach from Boeing’s software fixes as they consider what it will take to re-certify the 737 MAX.
“The only way I see moving forward at this point, is that MCAS has to go,” the official, Jim Marko, the manager in aircraft integration and safety assessment at Transport Canada Civil Aviation, wrote in the email. He sent the email on Tuesday to officials at the Federal Aviation Administration, the European Union Aviation Safety Agency and Brazil’s National Civil Aviation Agency.
…Linh Le, a system safety engineer at the F.A.A., shared Mr. Marko’s message with others at the agency. He noted that the Canadian official believed that “MCAS introduces catastrophic hazards that weren’t there before,” that “it and the fix add too much complexity,” that “there have been many revisions to the software” and that “each was a band-aid.”
Of course MCAS was there as a band aid in its own right to deal with a consequence of relocating engines which caused upward pitch (the nose of the aircraft would nudge up) which created risk of stall. It helps pilots trim the stabilizer nose down when the plane’s angle of attack is high, flaps are up, and the plane is turning steeply.