Originally Posted by
AerocatS2A
Neither of those seem relevant. The first one was associated with flaps locked at full and the lever selected to 3 in accordance with an ECAM, the second involved ice accretion.
Mainly from memory but not solely: The other relevant bits in the Dragon event were that during the first approach, the Flaps were already at FULL when the WTB locked the flaps (ostensibly due to a gust causing some asymmetric movement of flaps, even though they were already at the commanded Full position as was flap lever). An OEB was active at that time, effectively overriding the ECAM procedure to leave the flap lever in Full in such circumstances i.e. not place it to 3 as per ECAM. Airbus had repeatedly been asked before this, if control gains were more sensitive in Flaps 3 than Full. "No" was the alleged answer.
As an aside and not directly relevant but more to highlight what pilots are not told as a matter of course: Hamburg A320 LH wing tip scrape in crosswind landing revealed that aileron authority reduced significantly as a/c sensed ground mode even though only one gear on ground and so limiting crew ability to correct the situation more rapidly.
Flight Global A320