Especially as the speed band between stall and overspeed, at FL350, is probably only about 30kt or so wide, so you have to get it reasonably right. Even reading the instruments might have been hard.
IO
You may not have seen the program - the theory goes something along the lines on the bus that you set 85% power and one stage of flaps and without further ado the aircraft will maintain a 5% nose up and a speed above the stall - or something like that. There is almost no need to fly attitude or adjust the throttles. The point was made that because the auto throttles on the bus do not physically adjust the position of the throttles in the quadrant a glance at the throttles tells you nothing. The suggestion is that the first thing the crew should have done when the autopilot dropped out was to adjust the power - whether they did we dont know, but on numerous other occasions when the ASI failed the crew took too long to make this adjustment. You are of course correct extreme turbulence could have made doing anything in the cockpit tuff.
Palou89
Interesting.
I think it is suggested the key is not so much being good at multi tasking but almost the opposite - the ability to prioritise and to focus on the key task that makes the difference between life and death. Very simply put the pilot is flying glass, not instrument rated and finds the weather closing in around him. He is asking air traffic for a change in direction when the screen fails and his girl friend pukes. We all know that at that moment he should simply ignore the radio call and the girlfriend, fly the aircraft and "deal" with the "emergency". In fact he feels pressurised into finishing his call with AT or sorting out a bag for the girlfriend.