HazelNuts39
"In alternate 2 law, the longitudinal control law remains a load factor law and the lateral control law is a direct law. In the specific case of alternate 2B law, some coefficients used in the longitudinal flight control law become speed-independent and are set for the maximum speed for the aeroplane configuration (330 kt in clean configuration). This hardly modifies the behaviour of the aeroplane in comparison to normal law, but can nevertheless induce an unusual response dynamic when the aeroplane has an abnormally low speed for the configuration."
You have said before you believed the "unusual response" might be sluggishness. As an aside, could it be the reverse? Could the Pitch rate be extremely high, if the coefficients are computed for Indicated speed, when it is erroneous? Would that not impart an emphatically increased authority to the elevators, relative to pilots inputs? Especially if the actual velocity was .80 Mach?
If the responses were sluggish, would that not possibly explain PF's dogged pursuit of some G? Might he have been seeking the twitchiness in Pitch that he found in Roll? If he thought the aircraft was unresponsive in Pitch, would he not command as much as he could get? If he sussed sluggish, and got no immediate "response" would he be tempted to trade rate for continuation of input?
He could not have seen AoA, and he would be using the horizon as his guide, which although high, did not jive with his sensation of load? Much of the g post 1.65 and the reduction to 1200 fpm from 7000fpm was less than one, was he flying knowing that his Pitch was high, but negating it to some extent because he did not truly believe the Pitch jived with the loading? Nose high and descending without a Stall Warning would communicate that one of them was wrong. Especially without Airspeed.
Did he choose to follow the wrong cue? The lack of gee over the horizon?