Thanks, HN. Winds vary (often considerably) from FL 380 to the surface in both direction and velocity ... so
I chose a wind speed and direction that produced a match between the calculated Mach and the recorded Mach pior to the airplane going to very large AoA,
So far so good
One has to keep in mind that the DFDR wind is obtained by comparing IRU- or GPS-based groundspeed to the ADR-derived airspeed, and also that wind speed and direction may change in the interval shown.
Given the lack of quality in air mass sensor input, that was sort of my point in asking the question.
That said, it only makes a difference if one is trying to sort out whether or not, when the airspeed on your chart increased late in the event, there was a chance to resume flying (how close to unstalling the aircraft might have been with some nose down) .... but that's all after the fact, as the inputs required to do so were not made.