_Phoenix_
Doesn't matter the law, if PF demand ND rotation A/C should start rotate that direction not opposite, especially under stall warning. By the way, maybe you noticed that stall "wakes up" with each ND input 2:12:35 and 2:12:40.
Just a reminder, with a nose down side stick input a ND rotation is intended by the PF, but a reduction of a former g-demand is executed by the fbw system. The aircraft was already falling with less than 1g, not having been able to execute the former demand of 1g (if stick neutral) or positive g (if stick aft). That overall small demand change moved the elevators a bit from the full nose up position, but was not enough to move the THS.
@ Dozy
How would those small intervals between the SS inputs give any feedback how the aircraft is responding to the input? Only the effect of the sum of multiple inputs would show in a reaction of the airframe, but not the single input itself.
If that pulsing is recommended by airbus (which i doubt until proof is shown) there should be an explanation available to this steering method we all would sure be interested in.