Dani - re-read the FDR please. No 2 thrust increased (as an A/T function to try to maintain set speed we are told) until the A/T dropped out, when it decreased again to level at (presumably) the EPR for the EITHER the T/L position or, if there had been some sort of sensor failure, the EPR for where the system THOUGHT the T/L was.
Assuming that the first scenario existed, the point being made was that if the T/L position was 'driven' for feedback AND the pilot had his hands on the T/Ls (which seems to be a point of question on this thread, and would have been difficult if they were 'split'), he would might have had the vital prompt to check its position.
I'm still waiting for an answer to whether the EPR on the reversed No 1 represents full reverse or idle?