Lyman;
The aircraft has climbed after the lift ceiling was passed, it was converting energy to altitude without benefit of aerodynamic lift, IOW, Ballistic. There was no drastic increases in drag, in fact drag was decreasing, due to the lessening of velocity.
Ballistic, in my vocabulary, is zero 'g'. Figure 66 of the final report shows the variation of normal acceleration prior to, and through the stall. Prior to the the stall warning, the PF push on the SS in response to the PNF's urging resulted in less than 1g. Then the PF started to pull, increasing the LF to 1.13 g until the airplane stalled. The stall resulted in (was associated with) a large increase in drag, which caused the subsequent steep descent without an increase in airspeed.
RetiredF4;
You're taking my post out of context. I was responding to BOAC's question: What do you think? The issue was whether BEA intended to say that FL315 was the last point where recovery was possible.
2 - ANALYSIS
2.1 Accident Scenario
This part is mainly based on the results of the work of the Human Factors group, whose approach is described in paragraph 1.16.8.