Originally Posted by Retired F4
The SS NU inputs in this phase could be explained as controling the unloading.
If one take this phase out of context, this explanation is plausible. However, on pages 29-31 are some parameters traced more precisely than in appendix and they don't confirm that theory. First part, where load is slightly below 1G is where CM2 somewhat heeds CM1 advice to go down. Sidestick input is nose down, pitch goes from 12 to 6 ANU but aeroplane is still climbing and bleeding speed. Second phase, with G slightly above 1 is when stall warning goes of and CM2 reacts by pulling up again to 17.9° ANU - there are brief periods of pitch down command, quickly superseded by pulling again. G below 1 in third phase you mention is aeroplane stalling with oceanward acceleration accouting for Nz<1 till terminal velocity is attained. Stick is hovering around slight nose-up, to eventually move to full nose up.
IMHO, CM2 was not controlling the unloading by pulling, he was bent on pulling ever since he lost airspeeds and autopilot, for reasons not picked up by the CVR.
Originally Posted by Machinbird
How often does the Bus need to trim 12+ degrees nose up anyway? Aren't the flaps down when you do it and the cg is well forward as well? Would logical configuration related limits on trim position be appropriate?
Ouch. You don't trim for pitch, you trim for AoA. How many units of trim is needed for given AoA? Depends on speed, weight, config and CG position. A330 is long aeroplane with large speed range, so having powerful THS is necessary. I wouldn't suspect Airbus designers of being wasteful and putting too strong THS on their airframe. DP Davies has it all neatly explained.