"There's no mention of any descent prior to the initial climb, and the THS seems to have been no more than 3degNU until 02:10:51 (at about FL375)."
I did not mention one either. I said the a/p had been trimming a descent OUT, With THS NU. And prior to a/p disconnect. At disconnect, if pilot became aware of the descent, and it was increasing, because the THS was no longer tracking it, his NU would make perfect sense. In additon, if robust, and additive to THS (~10degrees), the a/c would begin a breathtaking climb. No mention is made of the THS position of 3 at any particular time. Only that at some point it was the start of NU. During autopilot? After? We don't know
If PF also input right ROLL he may have over input, and began chasing his initial left roll.
..Until it is shown that the pilots knew they were in a stall..
Why would they know? They had two chirps that quit, and then a climb. At the Top of Climb, the STALLSTALL re entered, and quit.
THERE WAS NO FURTHER STALL WARNING.
WHY? BECAUSE SHE DID NOT STALL.
There was AoA of 4 degrees, and low speed. Who said it had to be 60 knots or less?
THERE WAS NO BREAK. Intead she slid down and back, LEAVING THE NOSE TO INCREASE ITS NOSE UP.
There was no nose drop to announce a STALL, merely (sic) a mush that had no end.
What about the PF's continuous stick back on the way down? Was he convinced he could CAUSE the a/c to STALL, and thence recover?
NOSE DOWN by now merely STALLED HS further, increasing the MUSH.
Stability Trap, Mr. O?