The information is there but you have to dig for it and understand the implications. So as this was effectively a go-around in CONF FULL instead of 3 - the pitch control was difficult...
Minor note - THS deflection was 11.2°, full deflection is 13.5°, so not quite at the stop.
TP
Are we reading the same report? At 340ft. having been in clean config for 7 seconds at speed of 263kt and 15 degrees bank angle and with full up elevator command and power at climb it was still uncontrollable!
From 15 h 45 min 57 s,
the Captain’s longitudinal input was nose up, the elevator was at 14.5° nose down. At 15 h 45 min 58 s, the flaps and slats were selected to position 1, then to position 0 two seconds later. At 15 h 46 min 00 s, the stall warning stopped and was followed by a CRC warning that corresponded to a Master Warning, which stopped two seconds later.
At 15 h 46 min 01 s, the pitch reached a maximum of 51° nose down. The bank angle was 45° to the right, the speed was 183 kt and the altitude about 1,620 ft.
From this moment on, the Captain’s longitudinal input was to the rear stop. At 15 h 46 min 02 s, the thrust control levers were pulled back towards a position close to IDLE (about 6°). The EPR on both engines dropped towards 1.2.
At 15 h 46 min 02 s, the thrust control levers were placed on CLIMB. The EPR on both engines increased towards 1.25.
At 15 h 46 min 04 s, a GPWS TERRAIN TERRAIN warning was recorded.
At 15 h 46 min 05 s, another CRC warning (Master Warning) was set off.
The recordings stopped at 15 h 46 min 06.8 s.
The last recorded values were a pitch of 14° nose down, a bank angle of 15° to the right, a speed of 263 kt and an altitude of 340 ft.