Hacker is absolutely correct with this statement. Thank you for the added clarification.

Regarding this situation, with a -49 pitch attitude, airspeed accelerating through 430 kts (nearly 100 past red line), thrust reduced to IDLE would be the proper response, and result in the least amount of continued altitude loss.

Opposite control pressure doesn’t inhibit the MCAS trimming on the 737 Max.

I’m in no way claiming that a 121 crew is above making human errors. But there is a bit of difference in the training that a professional flight crew goes through as opposed to joe private pilot. We practice severe upset recoveries in the sim so we hopefully have a better than average chance should we encounter the real thing out on the line. There’s other bits of ground school stuff too that I probably shouldn’t blather on about on a public forum. The original comment I responded to more accurately described a VFR pilot finding himself in IMC then proceeding to rip the wings off the airplane.

Word is the CA accidentally hit the TOGA button when reaching to set the flaps, then overreacted in the correction resulting in the dive. Explains the initial nose up pitch.

That's kind of what I thought and thus my point.

Thanks for the info.

Other than 60+ years of worldwide, detailed accident investigations and analytical studies that prove P121 operations are the safest and least deadly flight operations in the world..... by a far margin.


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https://www.businessinsider.com/pilot-error-amazon-air-atlas-air-crash-ntsb2019-3?r=UK&IR=T

This was already posted previously

Does the 76 have Autothrottle disconnect buttons on the sides of the throttles like the 73?

Except they weren’t flying a 737max. The 767 trim does cut out when forward yolk pressure is applied. If memory serves the 747 classic did the same.