At this point the airplane still had an airspeed margin of perhaps 25 knots above the stall. But this is where things got strange. The moment the autopilot disconnected, the captain reacted by pulling back on the control yoke. Perhaps he remembered the reference speed reset and was expecting the stick pusher to kick in momentarily. But he did not merely maintain the current pitch attitude. In just four seconds, the pitch attitude increased to 25 degrees and the speed dropped below 120 knots. At the top of the flight director, a red chevron appeared, pointing downward — an urgent signal to get the nose down. The airplane had rolled to the left, and the captain responded with near-maximum power, a right-roll command and right rudder. But he kept holding the yoke back. Things were happening rapidly — too rapidly, perhaps, for thought or training to override whatever primitive and misguided impulse had taken possession of him. After two more seconds, the pitch attitude was 30 degrees, the speed was 100 knots, and the stick pusher kicked in, to no avail. The airplane gyrated from side to side; it had gained 200 feet and its airspeed had dropped below 80 knots before the nose finally fell through the horizon.