More questions raised by the BEA report, probably impossible to answer with certainty I'm afraid
1. Would the speed reduction from M0.82 to M0.80 have been completed between 2:08 and 2:10? - if not the engine speed on auto-thrust disconnect could be below that needed for maintaining steady flight. Rudder limit consistent with FL350 and M0.80, but 'about 275 kt' a little high?
2. Is it correct to assume captain would have been PNF in the left-hand seat at T/O, so the PF was in the right-hand seat - and speeds shown on right-hand-side are not recorded?
3. Am I right in thinking that the ISIS displays the air speed from the 3rd pitot? Indicated speed falling low on both left PFD and the ISIS could then be caused by pitot ram ports blocking with drain clear - leaving possibility that the right PFD has frozen ram and drain and will indicate increasing speed with increasing altitude?
4. In the A340 airprox incident an "alpha floor" protection increased engine speed to max even when autothrust disengaged - could this have happened here, possibly at time of first stall warning.