Questions posed, regarding post-mishap simulation:
"After watching Air Crash Investigation: Why does ... warning sound even though ...? Why does ... terrain warning sound ...? If a plane falls ... nose pointed up, what will the airspeed indicator indicate?"
Re' the TV's mishap _simulations_, this points to the investigative-errs after several famous accidents, with the manufacturer attempting steer the investigation: using a simplified "model" to guess about the nature of INITIAL upset, interval of uncontrolled dive, and the final recovery/breakup/impact.
There has been an ongoing problem, over decades, with the Boeing post-accident simulation trials, usually done using the M-Cab there in Renton. The disputed _sim_ conclusions, sometimes in open contradiction to the mishap pilots' description, have swayed the investigators toward an erroneous conclusion. [This issue of post-accident misleading "simulation" deserves more study by the NTSB: from AA Flt One/ 1Mar62, to TWA841/4Apr79, to Palm 90/ 13Jan82, to SilkAir Mi-185/ 19Dec97.]
If a plane falls ... nose pointed up, what will the airspeed indicator indicate?
The mishap-FDR might record IAS (sometimes not, sometimes FDR captured only filtered-averaged airspeed-data), but that won't show you EXACTLY what the mishap-pilot saw on his Airspeed Indicator. For an answer to that specific NOSE-UP descent question, some test pilots can perhaps describe their experience. My first inclination, for review, would be the case Bac 1-11 nose-up test data: Checking data from two test mishaps [BAC 1-11 G-ASGH /22Oct63
(fatal) , & G-ASJD /20Aug64] there are pilot comments about suspected erroneous AOA- "Incidence" indication, but no comments about erroneous IAS.
Other example-mishaps, with an interval of slow-speed nose-up uncontrolled descent:
-- Aeromexico /11Nov79
, DC10 NTSB/AAR-80-10
-- ABX / 22Dec96
, DC8-63, NTSB/AAR-97-05
or DC-8 Mishap on 12 Dec 1996 N827AX -Stall Recovery in Mountainous Terrain | APS Emergency Maneuver Training
-- Spirit 970 / 4Jun2002
MD8 CRZ, ntsb's description Untitled Page
, ntsb's conclusion about Autothrottles with erroneous-EPR displayed at Limit while actual-N1 rolled-back toward Idle CHI02IA151
B717 / 12May05 and various other similar pitch-upsets
Pitch UPSET +/-20deg, opposing ColumnForce=100Lbs
-- West Caribbean /16Aug2005 MD82 night CRZ; Report: West Caribbean MD82 at Machiquez on Aug 16th 2005, did not recover from high altitude stall
; AAR is mostly Spanish language Rapport Crash West Caribbean (espagnol) but Anexo 5 is BEA’s FDR readout, Anexo 6 (pdf-pgs 187-246) is an ASRS database of 22 events with pilots’ description (and misperceptions) of MD-80 high altitude stalls; Anexo 7 (pdf-pgs 247-271) Boeing slides (24) on various factors in High Altitude Stalls (ice crystals, higher AoA induced compressor stalls that were NOT audible to human pilots)
Re' the 16Aug05 slow-spd DAC-pitch upset, there is an _ACI_Mayday_
video about that nose-up descent (this drama-simulation failed to explain reasons for the human's misperception of duel-engine flame-outs):