After INITIAL Upset ... then rolling DIVE ....
Another observation was offered by "B757 Driver", in message #10:
"...one thing surprises me - 'rolling before pulling' is something ingrained in basic flight training. ... roll level before you pull otherwise you've got a good chance of pulling the aircraft apart...."
Earlier upset mishaps show many of the same conditions described in the AdamAir case. In earlier cases, G-forces recorded seem to increase during the rolling dive, as the IAS increased. Sustained G's go to 2Gs, then 3Gs, civil jet upsets have recorded IAS to about 470KIAS, with the G's spiking to 5.8 Gs (even in non-fatal cases).
There's one element that hasn't been mentioned: DRAG OPTIONS for the victim-pilots, during the high-speed, uncontrolled, rolling-DIVE. In the AdamAir AAR, can you find anything about SPEEDBRAKES??? Were they kept RETRACTED?
This next item will seem very odd to newcomers to these upset investigations: The EXTENSION of the LANDING GEAR was a common element in three historic cases of RECOVERY from UPSET-rolling-DIVE:
From NTSB AAR-94/02/SUM, pg 20, 2nd paragraph: "... The control column was moved aft ... throughout the descent. According to the flight crew, the recovery was initiated soon after the first officer lowered the landing gear...."