Fly the Aircraft....
Once again, pitch, power, performance.
It really doesn't matter how many bells, whistles, lights, or whatnots were going off at rotation. When the proverbial $hit hits the proverbial fan - pitch, power, performance. If the PIC of a commercial airliner can't look at those three items and determine whether or not his/her aircraft is performing anywhere near expected parameters within 30 seconds of rotation, then he/she should not be in that seat. Tough words, but I'm sorry, that's why we have that ATP ticket.
Then.... Confirm.
Again, it doesn't matter what instrument, light, bell, or warning is trying to grab 100% of your attention, you need to fly your aircraft and then confirm any warning by whatever means you have at your disposal. By around 500-1000' off the ground, this crew should have been narrowing in on the nature of the problem and formulating their response - not trying to engage the automation.
Yes, Boeing screwed up the MCAS design. Yes, the crew could have worked the UAS problem correctly and still had the MCAS try to kill them later. In that case, the answer would still be the same - fly the aircraft. First, last, and always.
Every time a pilot takes to the air, someone could have screwed up something and left us with a malfunctioning aircraft. That malfunction may or may not follow some preconceived notion we have about how our aircraft or systems should respond. It is at that moment that it is critical to fall back to the basics - pitch, power, performance. Stabilize the aircraft, get to a safe altitude, and then try to identify the problem.
This crew did not do that. Period.
Why they did not do that should be a significant focus of the investigation.