Normal electric trim control on the yoke can stop the MCAS-driven stabilizer movement, however MCAS will activate again within five seconds after the switches are released if the angle of attack is still sensed too high. Pilots can deactivate MCAS and automated control of the stabilizer trim with the cutout switches and hand-crak the trim wheels on each side of the throttle quadrant for manual trim.
More here: https://theaircurrent.com/aviation-safety/what-is-the-boeing-737-max-maneuvering-characteristics-augmentation-system-mcas-jt610/
If it turns out that this second CFIT is related to MCAS, what do you want to bet that neither captains nor first officers hit those switches?