Nose pitched down slowly, following the order form the right sidestick, IAS 1 returned to normal while pitch was 11°.
Clandestino:
You are correct that the CAS (which BTW is referred to in the report as "calculated airspeed' not calibrated nor IAS, the term you use) is actually recovered at 2:10:34 at 223 knots.
However, the FD's become available at 2:10:47, and as you correctly state, CAS 'has already been recovered' and is at 216k with a theta of 5.6 degrees at 2:10:49 at ~FL375, eventually topping out at an 'apex' of FL379.
The stall warning occurs 4 seconds after the FD's return (2:10:51) at a '6 degree' AOA (FD bars steady not flashing).
We may be splitting hairs here, I'm an old guy and get distracted easily.
Response was completely according to the tired old cliche: To go up, pull back on the stick, to go down, pull back further.
Entirely correct as far as vertical direction of flight. (I'm old and occasionally get tired also.
)
...or to pull while something is shouting "STALL STALL STALL" in the cockpit is something I find inexplicable in rational terms.
I think there's a considerable effort going on to make it 'explicable', and that effort unfortunately may indeed fail.
(I understand that pilots need to know the state of their airplane to control it, and those that do will perform well no matter. As you say, sometimes they don't, but as you also say (if I may paraphrase without going back and directly quoting), "pilots 'learn' their aircraft from reading their manuals".)