6 ▁kn ots ▁within ▁ 3 ▁seconds , ▁which ▁could ▁have ▁been ▁an ▁indic ation ▁of ▁a ▁wind she ar . ▁ ▁During ▁the ▁second ▁go - around , ▁f laps ▁were ▁set ▁at ▁ 1 5 ° ▁and ▁the ▁landing ▁g ear ▁was ▁ret ract ed . ▁At ▁ 1 9 0 0   ft ▁( approx . ▁ 6 0 0 ▁m ) ▁the ▁nose ▁up ▁pitch ▁angle ▁reached ▁ 1 8 ° . ▁The ▁pilot ▁flying ▁pushed ▁the ▁control ▁column ▁forward , ▁causing ▁the ▁vertical ▁acceleration ▁to ▁decrease , ▁while ▁the ▁forward ▁speed ▁increased ▁to ▁over ▁ 2 0 0 ▁kn ots , ▁which ▁caused ▁an ▁automatic ▁retra ction ▁of ▁f laps ▁from ▁ 1 5 ° ▁to ▁ 1 0 ° . ▁ ▁A ▁short - term ▁reduction ▁of ▁engine ▁thrust ▁followed ▁within ▁ 3 ▁seconds , ▁resulting ▁in ▁decre asing ▁speed ▁which ▁triggered ▁an ▁automatic ▁extension ▁of ▁the ▁f laps ▁back ▁to ▁ 1 5 ° . ▁The ▁crew ▁then ▁interven ed , ▁again ▁setting ▁maximum ▁TO GA ▁thrust , ▁which ▁caused ▁another ▁automatic ▁f laps ▁retra ction , ▁back ▁to ▁ 1 0 ° , ▁where ▁they ▁remained ▁until ▁the ▁impact . ▁ ▁The ▁pilot ▁flying ▁then ▁pulled ▁back ▁on ▁the ▁control ▁column , ▁which ▁increased ▁the ▁vertical ▁speed ▁to ▁as ▁much ▁as ▁ 1 6   m / s . ▁ ▁At ▁a ▁height ▁of ▁ 9 0 0 ▁m , ▁there ▁was ▁a ▁simultane ous ▁control ▁column ▁nose ▁down ▁input ▁and ▁a ▁trim ming ▁of