The basic logic of the F/CTL system is that it will manipulate the ailerons, spoilers, elevator, stabilizer and rudder so that the path of the A/C matches what the pilot demands with his inputs on the controls. As such, in the situation presented here, the system would compensate.
We are not trained to know how far before the physical end-stop of the surfaces it will go. I.e. once the system is unable to cope and the aircraft departs the commanded trajectory, is there any more control authority available to the pilot? Hard to even speculate, it is designed very carefully.
An anecdote: during type conversion training, the 2nd lesson should be to have an engine fail on take-off. The trainee is then required to only control pitch up or down, and observe the F/CTL inherent reaction to the asymmetry. If memory serves well, she will end with about 7 degrees of bank, un-coordinated turn but climb away safely. Well, climb around.
