Interflug:
Different type (advanced autopilot, but no envelope protection), different set of inputs entirely.
If I remember correctly, what happened there was that immediately after selecting TOGA, the PF in that case felt that the climb gradient was too steep, so he instinctively pushed forward on the yoke to get the nose down. This led the autopilot to apply up elevator and trim to counteract the yoke force. The PF then re-applied forward yoke pressure and the AP responded again with opposite (nose-up) inputs. The oscillations this caused led to the aircraft pitching up almost to the vertical before control was regained.
What we have in this case appears to be deliberate nose-up commands applied by the PF in response to the loss of speed information - for reasons as yet uncertain. There was no autopilot to counteract those inputs as it had tripped out due to loss of speed data. Everything else that happened on the flight deck at this point is unknown, so all we know for certain is the trajectory the aircraft took. It's obvious that the BEA want to get this right rather than rush a report, so I for one don't see why we shouldn't let them get on with it - those that are complaining about lack of information at this juncture seem to be almost childishly impatient.