I don't consider this as "nose is abruptly pitched up"
Neither would I if we were discussing F-16 or similar instead of widebody passenger aeroplane at cruise altitude, though you are right: attitude itself was more problematic than rate of change.
It is, however, entirely consistent with use of the FD as airspeed bleeds off.
"FD order=0" line marks time when vertical mode FD bar is centered. If CM2 chased FD, one would expect FD plot to oscillate around zero, amplitude being inversely proportional to manual flying dexterity.
I'm unable to see this as "Flight director is now firmly below aeroplane symbol"
From about 10:53 to about 11:11. If CM2 tried to follow F/D, it would get him in trouble anyway, he just accelerated the demise.
From this point as the airspeed decays more rapidly, yes, the nose goes up, up, up...as does, if you notice, the FD pitch steering command
It kept demanding 1400 fpm climb as the aeroplane had been already stalled.
PFD picture at 2:11:39
At 2:11:30 pitch is +15, flightpath angle -10, AoA pretty correctly measures about 25° so there is no chance the aeroplane is not already stalled. Nine seconds later it only gets worse.
edit: BTW the PFD picture with the FD well below pitch attitude is from 2:10:27, well before that very critical moment at 2:10:47 when pitching direction is reversed.
Errr... yes. It is there to help visualize what does the amplitude of the green line represent. At 2:10:47 F/D returns, engaged in basic modes HDG & V/S, and synchronizes itself to present RoC, 1400 fpm but rate goes down to 1100 fpm and pitch remains constant therefore nose-up command can be seen up until about 10:55. After the stall warning goes off, stick is pulled, rate goes above 1400, so FD commands nose down (green line gets below 0) to no avail. Again: following FD after the stall warning went off the second time would merely postpone stall for a couple of seconds.