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Per my post #51 here:

As all speed indications have the same error, none is rejected by the computers and the high speed protection will eventually engage, pitching significantly up to reduce speed (you cannot override this pitch up).
...Switching all 3 ADR (Air Data Reference) to OFF will force reversion to direct law (thus canceling all speed protections) and you can revert to basic pitch & power flight....

The pitch-up is designed to bleed speed to avoid overspeed. That notwithstanding, does the BEA report indicate that was an issue?

Nobody rationally "believes" they're in a stall unless they're actually in a stall. Although modern jets exhibit "benign" stall characteristics, it's not like you can be in stall and not notice it. There three identification cues for a fully developed stall:

unarrestable nose-down pitch
Control column/stick full aft with no concurrent increase in pitch
Deterrent buffet

And deterrent buffet is called that for a reason...it's *extremely* deterring. If you're in a stall, you know it.

As all speed indications have the same error, none is rejected by the computers and the high speed protection will eventually engage, pitching significantly up to reduce speed (you cannot override this pitch up).

From another Flight International article:

"France's Bureau d'Enquetes et d'Analyses confirmed there was a sudden change in displayed speeds and that there was a discrepancy between that shown on the primary flight display and that on the standby instrument system."

Since the three different pitot systems were giving at least two different readings, there would be no high speed protection.