I think most pilots understand what was happening here, and only in hindsight, of course. .
Huh...?
Voice generated stall warning, "STALL, STALL, STALL..." intermittent up to 53 seconds.
My ears are not pots to piss in. I WOULD hear that, and I WOULD respect a stall warning, and I WOULD respond to it! To be sure, I WOULDN'T be pulling back on the stick and climbing 3000 feet, no matter what the Indicated Air Speed says. ...But maybe that's because I'm a captain with 20,000 hours.
They didn't get STALL data such that they followed it in, and not knowing they were STALLED, they did not think to control out of it.
Huh...? They didn't hear the stall warning? Didn't know that it MEANS stall?
From 2 h 10 min 05, the autopilot then auto-thrust disengaged and the PF said "I have the controls". The airplane began to roll to the right and the PF made a left nose-up input. The stall warning sounded twice in a row. The recorded parameters show a sharp fall from about 275 kt to 60 kt in the speed displayed on the left primary flight display (PFD), then a few moments later in the speed displayed on the integrated standby instrument system (ISIS).
At 2 h 10 min 51, the stall warning was triggered again
After the autopilot disengagement: The airplane climbed to 38,000 ft,
the stall warning was triggered and the airplane stalled, the inputs made by the PF were mainly nose-up, the descent lasted 3 min 30, during which the airplane remained stalled. The angle of attack increased and remained above 35 degrees, the engines were operating and always responded to crew commands. The last recorded values were a pitch attitude of 16.2 degrees nose-up, a roll angle of 5.3 degrees left and a vertical speed of -10,912 ft/min.
These were 2 copilots who couldn't fly manual in IMC.
