It looks as if the STAB CUT-OUT switches were set to OFF at around 05:40:39 and remained OFF until around 05:43:06. Presumably, during this period the crew tried to use the manual trim crank wheels to counteract the ND trim which had been applied by MCAS before the STAB CUT-OUT was switched to OFF. The pitch trim trace shows no sign of reduced ND trim using the trim crank wheels so, presumably, the force needed to turn the trim wheels was too great. Switching the manual electric trim back on must have been a last-ditch attempt by the crew to save their aircraft. I'm wondering if the two short manual electric trim inputs just before the aircraft entered its final dive are an indication that manual NU electric trim becomes impossible once ND trim reaches a certain point.
It should be possible to calculate the turning moment about the HS pivot point for a range of ND trim units at various aircraft speeds and elevator positions. This should determine the range of forces which has to be resisted by the HS trim jackscrew. A ground test rig capable of applying this range of forces to a jackscrew could then be used to check the ability of the manual trim (both electric and crank wheel) to apply NU trim under all circumstances.