… the simulator does not replicate this hazard
Ray, #193, #194
Very informative links and a great contribution in identifying explanatory text; thank you. From one set of answers there are more questions.
"Overpowering aircraft auto-flight system does not disconnect the autopilot; this is incorrectly represented in the simulator."
Your question #177 about trim activation and direction of stab movement remains open.
From your chart, trim movement is correlated with stick displacement ('certainly split' region), possibly because auto-trim runs to reduce stick force as it would to reduce autopilot servo load (because the autopilot/auto-trim is still engaged)
If so the nose down pitch change from the erroneous forward stick would be aided by stab trim such that the recovery nose up pull is most disadvantaged by the need for more force to pull up *. Subsequently, stab trim tracks the nose up stick input, but too late.
The remaining question is why the pilot pushed forward at the time. The Boeing view suggest mis-assessed stall condition, my previous - the mindset of intended descent, or other views of illusion; we don't and cannot know for sure.
However, what we can learn is if the 767 AP is overpowered, the the auto-trim moving the stab to reduce stick force to help the pilot can be a disadvantage if the control direction has to be reversed.
Also that the simulator does not replicate this hazard.
* shadow of 737 MAX