This is not correct and a gross simplification of the true issue. All aircraft with underslung engines have similar pitch up tendencies to varying degrees and

This is not correct and a gross simplification of the true issue. All aircraft with underslung engines have similar pitch up tendencies to varying degrees and different handling characteristics between models are fine. As seen with 757/67, 777/787 and A330/40/50 sharing type ratings despite being massively different aircraft. > As the nacelle is ahead of the C of G, this lift causes a slight pitch-up effect (ie a reducing stick force) which could lead the pilot to inadvertently pull the yoke further aft than intended bringing the aircraft closer towards the stall. This abnormal nose-up pitching is not allowable under 14CFR §25.203(a) "Stall characteristics". Several aerodynamic solutions were introduced such as revising the leading edge stall strip and modifying the leading edge vortilons but they were insufficient to pass regulation. MCAS was therefore introduced to give an automatic nose down stabilizer input during elevated AoA when flaps are up. http://www.b737.org.uk/mcas.htm http://www.b737.org.uk/mcas.htm The feeling of the aircraft is not the problem. The stall characteristics not complying with the regulation is.