Since we're likely to get into this again and again, a few words on stalling (apologies to all those for whom the following contains nothing they don't already know, several elements having been posted earlier).
One way to stall an airplane is to gradually reduce airspeed at approximately 1g. The speed at which the airplane then stalls is called the 1g-stall speed, or Vs1g. In the conditions of AF447, such deceleration would take of the order of 1.5 - 2 minutes. When the load factor is greater than 1g, the airplane stalls at a higher speed. That is because stall is not solely a function of speed, but occurs when the airplane exceeds a certain angle of attack, AoA, or alpha.
For the A330, alphamax is an AoA slightly below the AoA at which the airplane stalls aerodynamically, as illustrated schematically in
FCOM 1.27.20. It is the highest AoA that can be obtained in normal law by gradually pulling the sidestick fully back and keeping it there. Thus it defines the minimum steady flight speed obtainable with this airplane, variously referred to as V_alphamax or Vs1g. At high altitude alpha-max corresponds to the onset of perceptible buffet.
Loadfactors greater than 1 can result from control inputs (maneuvers such as pull-ups or turns), gust encounters, or a combination of both.
This graph shows the relation between between alpha, load factor and gust velocity for a rigid body encountering a sharp-edged gust. Real-life gusts cannot be sharp-edged, but are always surrounded by a mixing zone that 'softens the blow'. Other attenuating factors are structural flexibility, unsteady aerodynamics, and longitudinal stability, all not taken into account in this graph. Per regulation, the highest discrete gust velocity assumed in the design of the structure at this altitude is about 60 ft/s TAS.
Finally, it should be said that a stall is a temporarily uncontrolled, but usually recoverable condition, provided the pilot recognizes it and takes the right actions. The stall is identified by buffet of increasing intensity,
usually becoming so intense that, in regulatory language, it is an effective deterrent to further reduction of speed or increase of load factor.
To 'unstall' the airplane, the AoA must be reduced below that at which it stalls.
All things combined, the conclusion could be that it is not likely that the airplane stalled at 2:10, and remained stalled all the way down to the surface.