Talk about throwing out the baby with the bathwater.
Do you have any idea how long it would take to bring a clean-sheet design from the drawing board to certification?
For reference, the 787 Dreamliner, Boeing's last clean sheet design, took from 2003 to 2011 to be fully developed and certified, and was billions over budget. Boeing has so far built just over 900 Dreamliners, but is not expected to break even until aircraft 1100.
The original purpose of MCAS was to address a handling issue in a narrow regime of flight, and was a sound concept. The implementation of MCAS with its lack of redundancy, lack of sensor failure detection, and a poorly executed last minute increase in MCAS scope and trim authority have been the disaster.
All of those concerns have been addressed, and are in work to be certified. Once they are certified, by each country individually, the aircraft will go back into service.
Perhaps you don't recall the problems that Boeing had in developing the 787, including in-flight lithium battery fires and engines that self-destructed during testing.
Nobody knows or cares about those problems today, because they were addressed, corrected, and the flying public happily step onto 787s every day.
The same will happen to the MAX. With the 737-NG still in service, the average flyer may barely realize s/he is on a 737 at all, let alone if it is an NG or a MAX.
All the flying public cares about are $79 tickets to Orlando.
“The implementation of MCAS with its lack of redundancy, lack of sensor failure detection, and a poorly executed last minute increase in MCAS scope and trim authority have been the disaster.”
There’s a Youtube video of a reenactment of one of the crashes. The plane hit the ground almost vertical. The pilot turned MCAS on and off. How could plane’s control system point the plane almost vertical into the ground? How could it prevent the pilots from manually leveling the plane?
“The original purpose of MCAS was to address a handling issue in a narrow regime of flight, and was a sound concept.”
I disagree.
Mounting the engines forward of the center of gravity also changes the pitch in normal flight.
“The drawback of a larger nacelle, placed further forward, is it destabilizes the aircraft in pitch. All objects on an aircraft placed ahead of the Center of Gravity (the line in Figure 2, around which the aircraft moves in pitch) will contribute to destabilize the aircraft in pitch.”
Solving that problem removes the need for the MCAS and it also resolves the pitch problem.
Solve those issues and the 737 is back in production again.