That said, clearly US domestic pilots understand the issues, and have been vocal complaining... knowing full well that the trim motor s/w should not make them have to rely on instantly knowing what to do, because in this case, even an 50,000 hour experienced pilot could, given the second or two of reaction time, still succumb.
...
Instantly?
The electric trim control on the wheel overrides MCAS. Simply holding on to the trim wheel will prevent the worst kind of automatic trim failure. Pilots have a long time to figure what’s wrong if they are competent.
https://www.satcom.guru/2019/04/stabilizer-trim-loads-and-range.html
“With the 737MAX cutout switches, MCAS runaway is stopped by throwing both switches, losing electric trim altogether. In this case, the flight crew must rely on manual trim via turning the trim wheel/crank. As discussed above, the manual crank can bind up, making flying much more difficult.
“Any hazard classification would distinguish between having electric trim and having to use the manual crank, due to workload and conditions where the crank can become difficult to operate and by managing speed carefully.
“The Flight Standardization Board acknowledged the new cutout switches without making note of the different situations under an autopilot/STS runaway.
“The FSB did not acknowledge MCAS as a difference, it has been entirely vacant regarding MCAS until the FSB has issued draft 17, which does evaluate MCAS).
“Another key feature that would have come out if MCAS were evaluated is that MCAS nose down trim commands are not stopped by aft column cutout. Aft column cutout is designed to stop the stabilizer from a mis-trim. Human factors favor the aft column cutout as that is the natural reaction to a nose down runaway. The FSB recommends review of MCAS malfunction.