Schnowzer,
AoA Disagree not fitted to the accident aircraft.
Stick-shake after wt-off-wheels, normal operation of stall warning system with (erroneous) high AoA.
MCAS only active with flap up; nose down trim MCAS operation as designed - until it isn’t. **
Pilots continuing concern about stick-shake and corresponding, but erroneous indications of low speed / stall awareness on EFIS (no immediate indication / association with AoA).
Some texts indicate that MCAS is inoperative with AP engaged.
MCAS intermittently trims down, but at a rate / time ratio which overcomes pilots opposing trim.
Pilot electric trim increasingly ineffective (nose up), MCAS more effective nose down due to tail forces / hinge moments.
Stab off, manual wheel trim similarly unable to move trim nose up due to high forces.
A point is reached where what ever option, SOP, etc, is applied, then if the aircraft is not within reasonable control (trim) - manageable by one pilot, there is little more that can be done.
** Underlying question applying to many posts - ‘how do pilots know when the MCAS is not working as required ?’