I mentioned an aspect of control input yesterday that I am not sure the majority of you picked up on.
Once the aircraft is stalled, the control inputs do not have much influence on the aircraft, and sometimes act in a contrary fashion.
The elevators became fully biased 30 degrees nose up while the PF was attempting to control the nose bobble by holding full aft stick. Once the PF tried lowering the nose, he also continued to try to control the pitch (and roll) rates of the aircraft with the stick so the frequency of his control movements was much higher than the response frequency of the elevators. We have called this stirring mayonnaise and it is definitely a bad technique.
Now the A330 pitch and roll control system does not provide feedback to the cockpit flight controls (stick). If it was an older non-FBW aircraft, the stick would move in close relation to control surface position. The only way for a pilot to know the control surface position on the FBW Airbus would be to observe it on a cockpit readout (but PF wasn't looking there).
The aircraft's attitude indications on the PFD don't follow the stick any more.
Although PF is making significant nose down inputs, he is also making significant nose up inputs. To actually start moving the elevator from its full up position past neutral toward nose down requires
sustained nose down inputs.
PF is thus clueless about the net effect of his total input on
actual elevator position. We can see the average control inputs pretty easily on the DFDR readout, but the PF could not. The feedback channel he had used all his flying career was no longer available.
He was operating
open loop.