The problem was not the GA.
As the crew was way above the normal 3 deg GS, the airplane tried to intercept what is called a secondary GS which is at 9 deg. This happened when the APPR was armed by the crew, and G/S* became the active vertical mode. The airplane was allowed to take an aggressive 26 deg pitch before the AP was disconnected.
I can see a similitude with the 330 accident in Toulouse when ALT* became the vertical active mode and the capture of the altitude became the priority whatever the speed.
They would have gone to the stall too in CDG.
The crew did not follow the recommended procedure to intercept the GS from above, they were behind their airplane and got caught by the automation.