GarageYears, #3001, there is much conjecture as to a crew’s ability to detect a malfunction, where initially the trim - MCAS function is working as designed, so that it might take at least two cycles to deduce a problem (less so with increasing stick force, but this is not directly associated with trim).
Thus why fly / trim nose high if everything appears normal (except distracting stick shake, air-data alerts, low speed awareness, all of which might suggest keep the nose low).
More recently, from the EASA certification documents ‘Simulation has demonstrated that the thumb switch trim does not have enough authority to completely trim the aircraft longitudinally in certain corners of the flight envelope, e.g. gear up/flaps up, aft center of gravity, near Vmo/Mmo corner, … this description appears to relate to conventional trim assessment of trim force vs speed in level flight and not the the failure condition, (and to what extent does this simulation represent the real aircraft if the aircraft had never experienced the condition, MCAS induced extreme trim setting, + stick shake, + increased feel)