One of the airlines that suffered an MCAS crash had asked Boeing for specific training on MAX and was denied, as it would have set a bad precedent for sales.
Temporarily, right? Using the pitch trim switches on the yoke suppresses MCAS, but in order to remain at even net zero stabilizer position change, the duration of trim input would have to be of equivalent duration to the reciprocal MCAS-driven change. This is part of what made the problem so insidious - running trim for that long is rarely needed and rarely done. I haven’t flown the MAX but I can’t think of any type I have flown in which continual pitch trim input of 5+ seconds at a time would be required in flight.
