@hillberg - we're not going into the force-feedback loop again if we can help it - suffice to say there are as many valid reasons for dropping it as there are for keeping it, so it becomes a matter of personal preference.

we're not going into the force-feedback loop again if we can help it

DÉROULEMENT DU VOL
L’élaboration du déroulement du vol est basée sur l’analyse de l’enregistreur de
paramètres, le compte rendu équipage et les données radio-radar fournies par
la DSNA.
Le 14 Juillet 2010, l’équipage du vol AF 7567 DR effectue le vol Ajaccio-Orly.
La situation est fortement orageuse en région parisienne.
Vers 12 h 49, en approche vers Orly et en contact avec Paris ACC, l’aéronef rencontre
de très fortes turbulences au niveau de vol 180. Elles sont qualifiées par l’équipage
« d’extrêmes » près de l’attente d’OKRIX : l’avion subit un gradient de vent vertical
de 25 kt en deux secondes environ et des facteurs de charges compris entre - 0,03 g
et + 1,89 g en vertical et - 0,15 g et + 0,18 g en latéral. Ces valeurs de facteurs de
charges sont importantes mais toutefois à l’intérieur de l’enveloppe de certification.
La vitesse passe de 202 kt à 178 kt (Vs1g + 7 kt).
Les conséquences de ces turbulences sont une augmentation de l’incidence de
l’aéronef. Cette dernière atteint une valeur de 13 degrés environ. La protection en
incidence Alpha Prot de l’Airbus A321 se déclenche et le pilote automatique (PA)
se désengage. Le contrôle de l’appareil est repris manuellement par le copilote qui
amène les manettes de poussée en position TOGA (butée) et agit sur le manche.
L’aéronef subit des variations d’assiettes comprises entre - 10° et + 14° et également
du roulis entre + 2° et - 46°. L’équipage désengage l’autopoussée. Cette dernière
ainsi que le pilote automatique sont réengagés ultérieurement.

HISTORY OF FLIGHT
The development of the flight is based on the analysis of the recorder
parameters, reporting crew and radio-radar data provided by
DSNA.
On July 14, 2010, the crew of flight AF 7567 DR Takes Flight Ajaccio-Orly.
The situation is very stormy in the Paris region.
49 to 12 h, on approach to Orly Paris and in contact with ACC, the aircraft encounters
very high turbulence at flight level 180. They are qualified by the crew
"Extreme" about pending OKRIX: the aircraft was a vertical gradient of wind
25 kt in about two seconds and load factors between - 0.03 g
and + 1.89 g vertically and - 0.15 + 0.18 g and g laterally. These values ​​of factors
charges are important but still within the certification envelope.
Speed ​​increases from 202 kt to 178 kt (kt VS1G + 7).
The consequences of this turbulence is an increased incidence of
the aircraft. The latter reached a value of 13 degrees. Protection
Alpha Prot impact of the Airbus A321 is activated and the autopilot (AP)
disengages. The control of the aircraft is taken manually by the co-pilot
bring the thrust levers in TOGA position (lock) and acts on the sleeve.
The aircraft sustains variations of plates between - 10 and + 14 ° and also
Roll between 2 ° and - 46 °. The crew disengaged the autopoussée. the latter
and the autopilot are rehired later.

HN39,The vertical wind speeds in this graph have been derived from the recorded AoA, pitch attitude and the aircraft horizontal and vertical speed components. The calculation is very sensitive to small errors in AoA and pitch attitude, and should therefore perhaps not be taken too seriously.

It's not so much the force-feedback - it's the control surface displacement feed back loop that is missing.

“c) The use of side stick controllers together with electronic flight control systems which provide control augmentation and control deflection limiting systems could affect piloting awareness that the aircraft is approaching a control limited flight condition. It may be that return to normal flight condition and/or continuing of safe flight needs a specific crew action. In these circumstances a suitable flight control position annunciation is required to be provided to the crew, unless other existing indications are found adequate or sufficient to prompt that action.

(2) CS 25.777 Cockpit controls
Side stick controller force-deflection characteristics in pitch and roll together with displacement sensitivity and gains need to be evaluated. The intention is to show that normal inputs on one control axis will not cause significant unintentional inputs on the other. Consequently a new paragraph CS 25.777(i) is proposed requiring a suitable assessment.”

HN39, the pitch response of the aircraft when traversing an updraft zone of increasing or decreasing vertical velocity. That effect exists and has been discussed on an earlier AF447 thread, but is smaller than you suggest: The updraft increases about 2000 fpm in 5 seconds, and 40 fpm / 500 kt is about 0.05 degrees.

Pilot-induced oscillations, as defined by MIL-HDBK-1797A,[1] are sustained or uncontrollable oscillations resulting from efforts of the pilot to control the aircraft and occurs when the pilot of an aircraft inadvertently commands an often increasing series of corrections in opposite directions, each an attempt to cover the aircraft's reaction to the previous input with an overcorrection in the opposite direction.