At 2 h 10 min 51 , the stall warning was triggered again. The thrust levers were positioned in the TO/GA detent and the PF maintained nose-up inputs
The Flight Data Recorder recorded airspeed and altitude as displayed on the left primary flight display (PFD), and on the integrated standby instrument system (ISIS).
"There was an inconsistency between the speeds displayed on the left side and the integrated standby instrument system (ISIS).
This lasted for less than one minute."
Even if the pilots were confused about momentary airspeed deviations and had no longer trusted the displayed airspeeds: It's a mystery as to why the Pilot Flying would
pull back on the stick and climb from FL 350 to FL 380
during multiple stall warnings. Elementary, basic flying instinct learned from day one in flying school, should have made him do just the opposite. That is, to get the nose down, not up during a stall warning.
Curiously, the captain in the Colgan Air DH-8 crash in upstate New York had also pulled back on the yoke during the stall warning and active stick pusher...
Inexperienced pilot graduates from the same school...?
