I did have the same observations,
It seems that autothrust reduced N1 from ~100% down to 85% just before disconnection (reduction caused by turbulences or Mach selected, diconnection by UAS) and it stayed there until it was unlocked by the pilots (~0210:25 -> CLB).
Few seconds before AP disconnect (
Line 1B)
This caused at first a pitch down of about 3°, down to zero or slightly below (~0210:00 - 0210:05)... which could have delayed the aircraft response to PF NU orders.
Thrust increased to CLB between 0210:25 and 0210:35, from 85% to 100+, it would have added some pitch up before the PF tried to reduce aircraft V/S.
Note: Thrust Lever was taken out of CLB detent (THR lock Ulocked) but not moved to intercept N1 T/L target or the instinctive disconnect was used.
Line C2
[Engine Control Unit ECU:
The autothrust is in Memo Mode. The power level is latched to its prior state provided that the throttle has been in the
Max. Continuous or Max. Climb detents for at least 2 seconds.
The throttle must stay in one of these detents in order to hold Memo Mode]
N1 was reduced again to 85% at 0210:45,
T/L retarded to below CLB detent. few seconds before
Line 3C.
quickly followed by TOGA after 0210:51 (at second stall warnings sequence).
Line 4C and at the same time THS (-3.8°) starts to move NU.
Did T/L movement below CLB detend resets a logic(FMGEC)? and did thereafter the TOGA initiate this THS movement? (Normal TO~15° pitch/TO thrust)
Line 4C/4E
After the TOGA T/L was few seconds into MCT/FLX detent(N1 continued at 100%+)
Line 5C before T/L was positioned in IDLE and THS movement seemed to stop at -13.5° (
Line 5E)
At that time there was a full elevator command on the SS.
Line 5D
