Could placing a fan jet further in front and closer to the wing create undesired pitch motion from its exhaust?

So far in discussion of the Max 8 people have mentioned CFM LEAP cowling size and 737 tail design as possible factors in the need to develop a MCAS system to control tendency to pitch up at high AOA.

Since the tail has much more leverage than the wing (much longer lever arm), is it possible that the high bypass exhaust blast is affecting the tail at high AOA by pulling more downwash onto it by Coanda effect? At first I though the may be affecting the back of the wing, but then realized the 737 Max 8 is very close coupled (tail close to wing) and may be susceptible to stronger downwash effects.

I wanted to be sure before suggesting a larger horizontal stabilizer or considering lengthening the fuselage. Is it possible? Has it ever been seen before?

• I haven't seen that mentioned in any of the multiple articles I have read in any of the aviation areas. – CrossRoads Apr 8 '19 at 1:59

• In other words, cutting corners. Notice the larger tail rebalances the CG back to its original point as well as aerodynamicly stabilizing the aircraft. I would not worry about drag on a regional jet. A 717 tail/737 LEAP engine mount hybrid may be in the works. \$, but it might save their reputation. We'll see. – Robert DiGiovanni Apr 10 '19 at 9:01