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You are incorrect that action led to a “massive control displacement.”
There has been an (still unexplained) rudder deflection, not large in numbers but still quite massive at cruise speed, which made things significantly worse.
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Mod please delete if this is too arcane.
UAS. Some interesting similarities here to another UAS that ended badly.
Subject a/c experienced UAS, followed by warnings and Stall Warning. Pilot initiated (mistakenly) Stall recovery for approach, not high altitude, pull back stick to maintain altitude and increase power. AP switched off, but the CVR audio had the sound of AP switch being cycled by pilot, which is prohibited by airframer. “might lead to control loading leading to failures”.
When found, Rudder showed position of four degrees right, the max deflection allowed by RTLU, (Rudder limiter). Flight path reconstruction showed chronic right roll, and drift, consistent with this deflection in rapid uncontrolled descent.
Pilots ignored Stall Warnings, (there were many).
Subject aircraft type had experienced unexplained and uncommanded nose overs, that were recovered, prior.
Basically a case of aircrew not being familiar with, or untrained for, aircraft “idiosyncrasies”? Different type from this one, but both started with UAS.
Subject accident had major Trim issue. Trim controlled by automatics, they missed it as Trim ended up Full Nose Up, seemingly unknown by crew.
UAS was less well mitigated back then. It didn’t even have an acronym, but needed to be written out tediously when referenced. “UAS” was first used in that discussion, probably by lazy typing averse poster?
Subject aircraft had no AoA (display) installed, and was without a standby Airspeed display, both available at delivery, but not purchased.
Much discussion of “just fly Pitch, and Power”.