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.
The Dragon incident has similarities, where the gusty conditions induced a roll upset and the extant FBW roll responsiveness for the various configs (erroneously applied with flaps locked at full on the multiple attempts) meant that PIOs were a lot more likely to occur with both autopilot and manual flight.
One of the outcomes of this incident and others similar at the time was change to the FBW roll laws with additional data points and proper flight testing of the various configs to confirm certification compliance. The question has been raised in this latest incident as to whether this was sufficient, particularly if the autopilot remained engaged.