Got this info from my airlines unofficial forum. Unofficial of course .

The initial bobble is from turbulence at 6200’. When the FO called for flaps 1, the captain accidentally hit the toga button. Toga didn’t engage until after flaps were set to 1, which then brought engine power to full, and started the initial pitch of 10 degrees nose up. The FO was startled, and shoved the nose forward... The CVR is startling, and baffling. The CA was pulling so hard against the FO that he sheared the pins on the stick and at that point had no control. They were IMC at the time. When they broke out into VMC, the FO said oh schit and started to pull. That was the round out you see. I won’t get into anything more until everything comes out. The records, the CVR, and what happened in the flight deck is truly shocking. They hit a negative 4 G dive initialy on the FOs push. All you hear is stuff hitting the ceiling and at one point a loud thud. They think the thud may have been the JS hitting the ceiling and maybe not wearing the shoulder harness. Like I said, I won’t get into anything more about the background of how it all happened. This is the accident in a nutshell. The facts that will come out are shocking.

TOGA not even armed until flaps are not up.

Nor does GA mode give you full power...

But you can envision continuous contact with the switches with the arm while moving the flap handle to 1. Would the thrust levers continue to advance because the rate of climb was not being acheived?

And the FO never learned to use the attitude indicator? With -49° pitch everything will be brown - easy to see.

Just got the same sequence of events from an old classmate. Only thing additional was that the FO apparently entered the weather and turbulence with the speed brakes fully deployed. I also got the extra stuff about the FO.

So this might be relevant: https://www.businessinsider.com/amaz...exWYzCom2nO24E

Remember in the first page of this thread when someone filtered the ATC audio (background noise from foreground) and the last transmission was Ok. Well that pull you hear at the end is supposedly the jumpseater telling the crew to pull up.

We'll be able to confirm once the transcripts come out, but I've heard the same narrative as above.

Sounds like the PF got disoriented by the pitch up from TOGA being engaged, the buffeting from speedbrakes made him think they were stalling so he pushes it over (way more aggressively than you'd expect) freezes and then when they break out he comes to but by then recovery is impossible.

Yes, but even at the major pax carriers life isn't perfect. Back of the clock flying and contract violations on the part of crew schedulers (who are being pushed) are part of life. But I'm sure it's much worse at the freight outfits below FEDEX and UPS.

Only additional stuff I saw was that the airplane crashed with the autothrottles and A/P engaged and the elevators were split due to cross inputs on the control columns. It was only 18 seconds from 6,300 to the ground.

I agree completely. Even the best person can screw up on a bad day, even more so when tired.

The flight was during the day. If the crew had been up all night then yes fatigue may/will have come into it. If not then I hope it wasn't self inflicted e.g. crew commuting
Only the final report will confirm. May they RIP

Wow. Just ... wow.

I understand the pitch up illusion (and in this case, reality, at least to 10 degrees) you get when going TOGA in the clouds.

But how can you possibly pitch down to 49 degrees in response??

I don't care if you were trained only on Cessna's before this flight ... you don't even do this in a Cessna!

If this is at all true, and if the FO didn't do that intentionally, it boggles the mind.

I suspect the stated sequence is a bit off - i.e. the captain selected flaps 1, then bumped TOGA. TOGA is armed as soon as 'flaps not stowed' is true which would happen almost immediately after flaps 1 selected.
Sounds like spacial disorientation strikes again :(.

IIRC, on all aircraft I've flown that had TOGA switches, the buttons are inset, to prevent accidental activation. That means a digit has to be inserted into the cup to select TOGA, not just bumping against the switch.