With reference to the official BEA Simulation regarding the Air France 447 Crash (and regarding any relevance to Air Asia 8501):
Around 02:10:47Z the Flight Director Bars on AF
447 noted on the Left PFD started coming back intermittently (previous to this time and starting around 02:10:08Z they were not displayed as a result of the pitot tube icing condition). The pilot in the R seat (flying) seems to be following the Flight Director bars as they appear/reappear intermittently (as noted on the R side stick inputs). This results in the stall alarm around 02:10:52Z, with the L PFD showing around a 10 Deg. Pitch Up at that time.
Around 02:10:57Z the Flight Director Bars as noted on the Left PFD come back and stay on continuously (and the stall alarm initiated at 02:10:52Z continues). The right seat pilot (flying), even though in a (worsening) stall (and the stall alarm blaring) continues to follow the Flight Director bars (pitch and roll) as noted on the L PFD and the right side sidestick inputs. With the stall worsening and the AOA increasing the right seat pilot (flying) continues to follow the Flight Director bars, even with a F/D commanded/displayed 20 deg. pitch up, and (negative) vertical speed increasing and altitude decreasing rapidly. Around 02:11:40 the F/D bars again disappear, but at that point the aircraft is in a very deep stall, V/S around -8500 fpm, pitch still around 10 deg. up, right seat sidestick (pilot flying) with a nearly (IMO) unbelievable 80% nose up (and holding) and 100% L roll input and stall warning still blaring. The stall progresses until impact with the Ocean.
My question is this, and may have been answered previously, why when already in a stall did the AF
447 Airbus Flight Director bars continue to command a nose up pitch on the PFD, and which via the AF
447 simulation it certainly appears the right seat pilot (flying) was following via right side sidestick inputs to meet the F/D commanded pitch and roll despite the worsening stall? And by the time the Captain returned and eventually sorted out/figured out what was going on, and to command nose down pitch to break the stall it was too late?
Could there be similarities in the evolution of these two events, i.e. AF447 and Air Asia 8501 (the final DFDR and CVR data will of course objectively disclose), as from the recovered aircraft debris pictures, etc. IMO it appears that a stall may have been present with the aircraft likely impacting the water at a somewhat nose up attitude and likely at very high neg. vertical speed and low forward speed.