OK - next question. Is that behaviour covered in type conversion training? Is there a "CHECK RUDDER TRIM" in the autopilot disconnect procedure?
NB. While this is an interesting line of inquiry, it doesn't explain the magnitude of the roll inputs made by the PF to my mind, or their apparent aggressive reversals. The mantra for manual control on the FBW Airbus is more-or-less "observe and correct and observe and correct". The DFDR traces show a lot of attempted correction, but no significant period of observation.