This is all just unbelievable, but all what many of us already had heard and expected:

12:38:04 Flaps 1 Selected
12:38:08 G/A Mode Armed
12:38:26 Accel Vert Turbulence
12:38:31 A/T G/A Mode Annun (means switch was hit)
12:38:37 5° Nose Pitch
12:38:38 First -2° Ctrl column deflection
12:38:38 Throttle Max Travel
12:38:43 Eng Reach 108% N1
12:38:43 -5° Elevator deflection
12:38:44 -0.25G
12:38:45 Throttle Min Travel
12:38:48 Elevators Split (CA up, FO down) / FO Says “We’re stalling” / Aircraft Speed 275 Knots
12:38:49 Throttle Max Travel
12:38:49 Eng Reach 85% N1
12:38:51 Attempted Pull Up to 1G from 42° Nose Low
12:38:52 Eng Reach 105% N1 / Nose Down Input
12:38:56 Eng N1 Begins Decr
12:38:57 Elevator positions match again
12:38:58 49° Nose Low / Recovery Initiated
12:38:59 Rapid 0G to 4G onset
12:39:03 Crash / 16° Nose Low / 435 Knots

Less than 1G from :41-52 and :53-59
Negative Elevator Deflection :39-52
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The split in elevator position from 12:38:47-:57 is conducive to yoke breakout happening, which requires 25 lbs of opposite yoke force. At 41 lbs the max elevator split is 20 degrees, and any further pressure from The captain’s side will override the FO through the mechanical advantage. The captain’s yoke broke at at some point through this, which makes sense with the elevator positions resuming similar deflection at 12:38:57

Ironically an Airliners.net post from 20 years ago discusses this exact scenario and how the breakout system would function through it:

https://www.airliners.net/forum/viewtopic.php?t=19897