Originally Posted by
positiverate20
Any reduction in power would have created a significant AND moment. The longitudinal acceleration was positive throughout- right up until the final MCAS AND. (0.1g at end equivilant to 0-60mph/0-100kmh in 27seconds.) The actual acceleration provided by thrust would need to be calculated using both vertical (above 1g) and longitudinal (above 0g) acceleration data.
That thrust moment of the engines coupled with the aerodynamics of the engine cowling was in fact assisting them with pitch (and would do so with diminishing effect up until VH) The fact that it also masked the true trim when they initially cut it out is possibly the reason why they didn't attempt manual trim wheel as soon as cut outs were flicked.
At the speed they were traveling there should be no significant nose down pitch from reducing the power to a reasonable level.
The engine cowling lift is only significant at high AOA (that's why MCAS only operates when it thinks the aircraft is at high AOA). The aircraft was actually flying with a low AOA. A reduced speed would have increased the elevator authority and reduced the load on the manual trim.