Another armchair pilot here, also recommending Mentour Pilot's channel, but hopefully I can summarize it well enough. In this case no, because the way the MCAS

Another armchair pilot here, also recommending Mentour Pilot's channel, but hopefully I can summarize it well enough. In this case no, because the way the MCAS system operated was to actuate the stabilizer trim which changes the angle of the entire huge tail plane (the horizontal part of the tail). For the most part the yoke controls the elevator (a smaller flap on the trailing edge of the tail plane), so the pitch control authority available in the yoke movement is not enough to override the adjustment to the tail plane trim MCAS was making. Once MCAS moved the trim far enough, you couldn't raise the nose with the yoke alone. To correct it, pilots needed to deactivate the trim adjustment motor ("stab trim cut-out" you might have heard about) and manually re-trim the tail plane by folding out a literal crank and spinning a wheel by their legs in the cockpit[1]. The concept of doing this was not new with the MAX (similar procedures around trim system malfunctions existed), but what was new was that MCAS existed in the first place, that it could repeatedly activate if the erroneous inputs were still present, and that it could move the trim quite far before pilots realized what was happening. As I understand it that is pretty different than a traditional runaway trim malfunction for which they'd had training for. I believe that looks more like a stuck switch making a constant movement of the trim until you hit the cut-out. If you cut it back in, either it immediately starts moving again and you know you have a problem or it doesn't and leaves you wondering. [1](https://www.trbimg.com/img-5d0ba28b/turbine/ct-biz-wp-boeing-737-max-cockpit-controls-20190620-2du2u45m7bdvnmvqhv3dqfxa6a https://www.trbimg.com/img-5d0ba28b/turbine/ct-biz-wp-boeing...)