Originally Posted by
jcjeant
The airplane’s angle of attack increased progressively beyond 10 degrees and the plane started
to climb. The PF made nose-down control inputs and alternately left and right roll inputs
The note also says:
Originally Posted by BEA note
After the autopilot disengagement:
- the airplane climbed to 38,000 ft,
- the stall warning was triggered and the airplane stalled,
- the inputs made by the PF were mainly nose-up,
- the descent lasted 3 min 30, during which the airplane remained stalled.
- The angle of attack increased and remained above 35 degrees,
- the engines were operating and always responded to crew commands.
which *implies* (but does not explicitly state) that the nose-down inputs were outweighed by the size and/or frequency of the nose-up inputs made. The implication to pilots who find themselves in that unenviable situation would therefore be to hold nose-down input long enough for the autotrim to neutralise the nose-up setting that it had previously commanded or to use manual pitch trim if you want to be certain of where the THS is positioned by directly controlliing it mechanically.