Bear:
You are
assuming the THS trim was 3 degrees at the start of the incident, but that is NOT stated.
What we have is this:
The airplane approached the ORARO point. It was flying at flight level 350 and at Mach 0.82
and the pitch attitude was about 2.5 degrees. The weight and balance of the airplane were
around 205 tonnes and 29% respectively. Autopilot 2 and auto-thrust were engaged.
So we have a pitch trim of +2.5 degrees @ 205t and 29%. Anyone know what the THS would be at for this configuration? These are the start conditions.
Following this we are told speed was reduced to 0.8M at 2h08m07.
At 2h10m05 the AP and then AT drop. We are then told PF made a left NU input... climb to FL375..
At 2h10m51 we are told TO/GA was demanded and PF maintained NU inputs. Only NOW is the THS mentioned:
The THS passed from 3 to 13 degrees NU in about 1 minute...
Assuming (ouch) this note is in chronological order, the THS trim was at +3 degrees at 2h10m51 and THEN increased. We don't know what it was at 2h10m05.
Honestly, I find the ability to somehow reorder or overlook significant parts of the timeline frustrating. I realize we are all trying to make sense of what little data we do have, but much of what is being thrown out here is such a jumble of the details we ARE TOLD in the BEA note, that it becomes an exercise in futility.
Unfortunately I can only conclude that there is an attempt being made to fit the foot to the shoe and not the shoe to the foot.