Yes. Very succinct terms that mean with the new LEAP engines installed (and subsequent weight and balance shift because of the altered position of those engines on the wing), at takeoff thrust settings, the stick was easier to pull back by the pilot, increasing the chance of a stall.
MCAS was designed to help prevent the pilot from inducing a stall, by rolling in nose down trim so that the pilot wouldn’t be able to pull back so easily on the yoke.
Having neither worked on a MAX (nor having been to school on it), I didn’t specifically know which side the system was tied to. Thanks for that.
But it was tied to only the ONE AOA sensor. When that sensor failed, it gave a stick shaker (stall indication) and the MCAS system pitched down the nose of the aircraft.
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