Loss of situational awareness leading to an upset down to 1000ft AGL at a speed of 370KIAS is not for the faint hearted indeed.
Translation of French BEA comments in Appendix B:
===quote
The event is considered as loss of control in pitch by the BST. The BEA rather considers that the event is a loss of situational awareness starting at takeoff roll, becoming worse during level off and descent.
Indeed, during takeoff roll the rotate speed is not called off by the crew. A gear down climb to 1700ft follows.
At level off, the aircraft is placed in untrimmed condition when the pilot substantially trims the nose down while he nearly simultaneously pulls the control column, the key element of the event.
Finally during the descent, the crew applies up elevator while remaining in nose down untrimmed condition despite the control column stiffness sensations allowing to become aware of this untrimmed condition.
At an altitude of about 1000ft, despite the trim still nose down, the combination of stick pull and the increase in thrust will allow the aircraft to level off and then begin a climb.
During all these stages, the aircraft responded coherently to the crew actions.
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The rest of the appendix refers to comments apparently made by BEA on a draft report because they seem to be incorporated in the final report.