There are procedures for when some instrument indicates false values for how to find which one is not to be trusted and what to do if particular instrument cannot be trusted.
But for primary flight controls, not really. If the aircraft is flying on autopilot and initiates unexpected manoeuvre, the pilot will hit the autopilot disconnect button and take over manually. But beyond that, the pilot will just try more pressure on the controls to get the plane where he needs to. And won't really have much time to think about the reason.
You may want to look at the incidents and accidents caused by B737 rudder reversal. The rudder suddenly deflected in opposite direction than commanded and the pilots were not really able to understand what is happening in the short time they had to react. Somewhat similar incidents where the rudder failures of B747 (Northwest 85, here is captains account of the incident; there was one other similar occurrence). Again, the pilots just fought the controls; finding out what happened was not really possible and wouldn't help much anyway.
So I'd say there is really no time to "think it to be some sort of electronic control interference". The pilots would simply disconnect autopilot (if it didn't disconnect already due to pressure on controls) and then they would fight the controls.
Note that in all aircraft except Airbus A320 and newer and Boeing 777 and 787 the control column is mechanically (cables in smaller aircraft, hydraulically with some kind of power amplification on larger ones) connected to the control surfaces. So the pilots would be directly fighting the telekinetic power with their muscles. On Boeing 777 and 787 there is electronic intermediary, but the link is still bidirectional and control column position still corresponds to control surface position.
Only Airbus A320 and newer has the side-stick connected to a computer that calculates the final command from the pilot input and inertial reference. In this case the telekinet would either try to move the surfaces, but then would be fighting the computer, which has all power of the hydraulic system to it's disposal, or would try to move the side-stick under pilot's hand, but then the other pilot could press control priority button to take over. Of course even on Airbus the pilots can pull the circuit breaker and disable the computer, but then they are left with trim wheels and rudder pedals that both do have direct hydraulic links.