From other Airbus experiences (and I am open to correction) the turbulence and fluctuating outside air temperature fluctuation lead to autopilot disconnect if the angle of attack then reaches the 'alpha prot' value. The angle of attack excursion beyond alpha prot causes a change in the pitch flight control law from normal law (NZ law) to angle of attack protection law (AoA law).
I think the terms are likely incorrect, but the basics correct:
- In Normal Law the high AoA will leas to an AP disconnect (would need to look up when exactly)
- If Alpha Prot is exceeded then "Normal Law's AoA protection" means that stick neutral holds Alpha Prot, and Stick Full Aft holds Alpha Max, and proportionally between.
- Thus if you get into this protection, and do nothing (let go), the aircraft will maintain Alpha Prot. If power is high (and will be if Alpha Floor has been triggered), this is not far off equating to a "Max Angle of Climb"
- This is one area trained for, since it requires a positive and slightly unnatural recovery - you need to push forward to reduce AoA below Alpha Prot and return to Normal Law's usual pitch control (stick v 'g')
- You also need to get out of Alpha Floor (max power wherever TLs are)
A "weakness" of the Airbus (and other types in similar scernarios) is that all hell is let loose around now - overspeed warning, AP disconnect, Altitude Warner, and the ensuing vertical excursion may well trigger a TCAS warning.
If you assume it took some level of "lack of SA" and distraction to get into the situation, the multitude of warnings is unlikely to immediately improve SA
