Flagon
Turbulence, ITCZ, airframe icing do not alter flight control laws. Like any other aircraft there is a system of redundancy to mitigate the effect of failure of a device. There are three ADRs which collect AoA info from three AoA sensors also they collect pressure data from Pitot/static probes . Normally the averaged reading of AoA info from ADR 1+2 is converted to speed as Valpha prot and Valpha max and displayed on the speed tape but these are not speeds but AoAs. If one ADR malfunctions and its reading strays it is automatically rejected and flight control laws do not change. This is termed as self detected failure. But if two ADRs fail at the same value which is different from the only correct ADR and is between these protection values then Alpha protection will be triggered and aircraft will maintain this speed(AoA) by doing whatever it takes normally pitch down but can also pitch up. Since it is treated as single failure normal law prevails and pilot cannot over ride it. So the OEB/AD tells you to get into alternate law and override. Pitot failures are also treated as ADR failures and handled similarly when single failure but when not self detected pilot has to switch of the faulty ones and fly with the correct one or has to diagnose all are faulty and apply memory items if required and/or apply paper procedure. Recognising unreliable speed is the tricky part.The ECAM will not tell you that. Erroneous AOA data can make system act on its own and with erroneous M/CAS data you must be able recognise and act immediately on your own.