No, the scary part is realizing that pilots are not being properly trained.
MCAS is not new to the 737 MAX, nor is it exclusive to Boeing. All Airbus aircraft use similar computer-enhanced aircraft handling software, and in fact Airbus aircraft are exclusively "fly-by-wire" which means that ALL control inputs are actually performed by the flight computer. At least the 737 Max still has physical cables and linkages between the control column and control surfaces.
Granted, Boeing could have done a better job writing the MCAS software to automatically disable it if the pilot continues to enter counter trim to what MCAS thinks is appropriate, and Boeing could have tied in both AOA sensors into MCAS from the start, but the bottom line is that things fail in an aircraft, and the pilots need to be trained on how to diagnose and resolve those failures.
There was a giant stabilizer trim wheel right next to the Pilot's right knee, and another right nest to the co-pilot's left knee, that was whizzing very loudly and visibly, adding down trim to the aircraft. It wasn't a secret that down trim was being added automatically to the aircraft.
The autopilot can also enter stabilizer trim commands, so pilots are trained on a procedure to identify and correct for "runaway trim," which is what the pilots failed to properly execute.
Thanks for pointing this out. Most laymen think the elevator inputs occur secretly and silently. This is very visible and audible evidence of elevator trim inputs.
In the old days of steam gauges and seat of the pants flying, the pilot used to use this wheel to trim the airplane. Now, more and more are just spectators watching it turn.