Hi Chris;
Re the longer period - the reduction in indicated altitude lasted about 12 seconds with its lowest point about 2-3 seconds after the loss of speed indication and A/P-A/T disconnection.
So in that sense, even though there was no negative 'g' loading to speak of associated with the indication of height loss, a reaction to correct the loss, about 340' indicated could be construed as reasonable although in my mind unusual.
This pull on the PF's stick occurred within a half-second of the indicated airspeed & altitude loss, reaching 10deg backstick in about 2 seconds, (of 16deg full backstick available or about 65% backstick), then back almost to neutral then 11deg NU again within 6 seconds. The AoA went from about 2deg to 6 about 4 seconds after the loss, and the pitch went from and average of around 2deg to 11deg in the same time period or at a rate of about 1deg/sec with a max 'g' of about 1.5+g. The stall warning blipped at 6deg AoA about 7 seconds after the UAS event.
All this occurred within the first 12 seconds after the initial UAS event.
Those who have flown these aircraft will understand the "inertia" of such a dynamic change in pitch and would know intuitively that it would take some gentle, but quick handling to get the nose back down without significant negative 'g' for those in the back and loss of energy for the airplane.
After the initial twelve seconds, the side stick position varied back and forth but almost all the time within the NU area of stick movement.