That's a different issue. Aircraft systems are classified as to degree of risk. This is from MIL-STD-882C.
- I Catastrophic - Death, and/or system loss, and/or severe environmental damage.
- II Critical - Severe injury, severe occupational illness, major system and/or environmental damage.
- III Marginal - Minor injury, and/or minor system damage, and/or environmental damage.
- IV Negligible - Less then minor injury, or less then minor system or environmental damage.
Now, face it, most webcrap and phone apps are at level IV. Few people in computing outside aerospace regularly work on Level I systems. (Except the self-driving car people, who are working at Level I and need to act like it.)
MCAS started as just an automatic trim system. Those have been around for decades, and they're usually level III systems. They usually have limited control authority, and they usually act rather slowly, on purpose.
So auto trim systems don't have the heavy redundancy required of level I and II systems. Then the trim system got additional functionality, control authority, and speed to provide the MCAS capability. Now it could cause real trouble.
At that point, the auto trim system had become a level I system. A level I system requires redundancy in sensors, actuators, electronics, power, and data paths. Plus much more failure analysis. A full fly-by-wire system or a full authority engine control system will have all that.
So either MCAS needed to have more limited authority over trim, so it couldn't cause trim runaway, or it needed the safety features of a Level I system. Boeing did neither. Parts of the company seem to have thought the system didn't have as much authority as it did. ("Authority", in this context, means "how much can you change the setting".)
Management failure.