The G force on the SD reads +5 but the instructor's panel shows +8.
In alternate law 2 (ADR DISAGREE), the load factor protection is still available, so I don't see how this scenario is likely. Pulling full aft stick wouldn't result in +8G.
The A330 Air Caraibes incident report is interesting in that it clearly points out that the Unreliable Airspeed procedure may need some more "thoughts".
The procedure instructs to
"Respect the Stall warning, and disregard the Risk of Undue Stall warning status message, if displayed on ECAM". However, in the A330 Air Caraibes incident where the pitot and TAT probes were iced up, the crew did receive two Stall warning that were actually
false. Had they "respected" the stall warning and applied TOGA while lowering the pitch, you can imagine what might have happened. There's also the issue of the confusion that comes from the ECAM saying one thing, and the paper procedure saying the opposite.
The full report is available online, for those who can read French. The description of the warnings they received are very similar to those apparently received by the AF crew, so a parallel can easily be drawn.