Very interesting report, which reinforces several comments made in this thread!
One minor technical point which was argued (inconclusively) in previous threads, seems to have been definitively stated as a fact:
As originally delivered, the MCAS became active during manual flight (autopilot not engaged) when the flaps were fully retracted and the airplane’s AOA value (as measured by either AOA sensor) exceed ed a threshold based on Mach number. When activated, the MCAS provided automatic trim commands to move the stabilizer AND. Once the AOA fell below the threshold, the MCAS would move the stabilizer ANU to the original position.
This stabilizer reset process never took place in the accident cases with a stuck AOA. The consequences of this part of the fault-tree was not examined properly at the design stage.