Salute!
With all due respect, you can compare all the gauges and indicators with what you expect they should read and then add what the plane is doing that you do not expect, and then you have to take action or wait just second or two. 'Hal' will not be your friend. Unless in a 'bus, your plane most likely has traditional aerodynamic stability and power characteristics. You know. The thing tries to get back to your trim AoA, and pushing up power raises or lowers the nose, especially with motors below the wing. The 'bus has great aero, but it does not show itself until the flight control computers are back to the lowest possible functional capability. You never have complete manual control of that plane.
The 'bus is 100% +/- computer with tiny bit of manual reversion for something or other, but not significant. It has a myriad of reversion control laws, but at least you know you are dealing with a full FBW system.
The stab trim implementation on this beast seems to be a hybrid, and I am not sure what one should do if we have unreliable air data or maybe some hydraulic/electric malfunction involving the stab.
So we now have a plane with some type of "trim"/ speed stability feature that depends upon air data and weight on wheels and autopilot status and time after takeoff and so on. What does it do when the airdata is unreliable? How could it determine that? And what did it do a flight or two before if something mechanical is beginning to fail ( can't get Air Alaska outta my mind)?
The recorders should really help us see what happened from the human aspect as well as the mechanical/computer aspect and we can then improve the STS function and crew procedures, ya think?
Gums sends...