Quoting EMIT:-
Well DC-ATE, as you can read in the BEA preliminary report, the airplane reacted in a totally normal way, as soon as a proper stick input was given: when the stick was pushed forward, the pitch attitude lowered and the AOA decreased.
Unfortunately the proper stick input was not maintained long enough to effect complete recovery from the stalled situation.
Unfortunately, EMIT, you appear to be assuming something the BEA's (increasingly suspect) note does not say. In fact, it only states:-
"At 2 h 12 min 02, the PF said "I don’t have any more indications", and the PNF said "we have no valid indications". At that moment, the thrust levers were in the IDLE detent and the engines’ N1’s were at 55%. Around fifteen seconds later, the PF made pitch-down inputs. In the following moments, the angle of attack decreased, the speeds became valid again and the stall warning sounded again."
So there is no evidence that the PF did not in fact maintain the nosedown inputs?
Typically of the BEA (on this occasion) the note later mentions both pilots applying simultaneous inputs - but it doesn't indicate whether those inputs were up or down......
On the other hand, the BEA DOES say without equivocation that the THS remained in the same 'full up' position that it had adopted (for whatever reason) at the onset of the accident
"until the end of the flight." And, as the BEA said in the earlier Perpignan report which I quoted above, this would likely have left the pilots in a situation which they "
could not manage to counter, even with the sidestick at the nose-down stop"?