Swiss TSB Video explaining the Ju 52 accident of 4 Aug 2018

Analysis and presentation of results in the Video is a MASTERPIECE of Investigation work!

That vid is nicely done, however I wanted to point out items that were not addressed. I remember that day well, we were planning to fly from Germany to Veneto in a Husky. I have several thousand hrs of mountain flying in gliders and low powered aircraft, but I cancelled the flight due to strong winds on my route which was 80 NM east of the accident site. The flight would have been possible, but inconvenient is such a plane.
Performing such a flight on a windy day in such a plane is not a good idea.
The crew of the JU had many hrs as well, but in high powered planes and, or with Autopilots engaged. Their experience in such a low powered plane like the JU52 , which only climbs because of the curvature of the earth, was limited. The extra experience they had in high powered planes was more counterproductive than helpful. On the same day the chief pilot of Pilatus crashed in a Lee near Stans in a TB 20 if I recall right. He had a lot of high power experience too. Both neglected basic flying rules of low powered planes in mountain areas with winds.

When reading the comments about increased AOA, when entering updrafts, I needed to do the math really quick. The JU52 cruises at about 50 m/s. If it maintains attitude and enters a 3 m/s lift that results in about a 3.4° increase in AOA. From a cruise AOA that should not be a great factor. But reducing power when approaching the Nickolauslücke while maintaining attitude increases AOA much more, plus is changes the trajectory of the plane into the mountain. Why would any experienced pilot do that, in such a plane with such conditions , you should be happy about every foot you are above the obstacles.
If entering an Updraft would be dangerous because of increased AOA, all gliders would be stalling when entering a thermal, cause a glider pilot in addition of entering the updraft pulls up.
Sorry SUST but I can not follow your AOA theory, you need to explain that more detailed with facts.

As experienced high power pilots the crew choose a flightpath which only would be picked by mountain beginners, but not by experienced pilots.

I hope that this accident makes operators think what kind of crew requirements they should look for .

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Interesting discussion, thanks fellows!
I was about to provide a similar answer: because the airflow the aircraft is facing is coming from below, the AoA increases with the airflow angle and the critical AoA is reached earlier. This is well illustrated in the image (video screen shot ) above.
Indeed worst if stick is moved back: an action pilots normally take to climb but totally inappropriate when approaching stall or experiencing developed stall.
See for instance the EGAST GA 8 Leaflet:
https://www.easa.europa.eu/document-library/general-publications/egast-…