There was a direct relationship between the rolling and pitching moments and that is best illustrated by superimposing the rolling data over that of pitching. Also remember that at all times the yaw damper continued to work and the rudder was being deflected up to the maximum of +/-7.9° allowed by the RTLU. Worth checking is the Normal Acceleration [g] to which has been added a smoothed line (red), and observe the 'g' recorded during the period of the THS movement.
The graphic below is a rejigged composite of those presented by the BEA, with the exception that the topmost section shows
CAS as calculated from BEA data by
HazelNuts39.
The sections covered by a pale yellow background are related to the period in which the THS moved from 3°NU to 13.6°NU, and the sections with a pale green background draw attention to the effect of a reduction in thrust.
During periods of prolonged right rolling/banking, the nose dropped in unison and the heading changed.
If the situation had been understood by no later than 2:12:10, there was a very good chance that the ND bank then taking place could have been converted into sufficient airspeed to allow a coordinated recovery. It didn't happen, as continued NU inputs and application of TOGA thrust saw to that.