Cha,
What your material might mean when it says 'fly on the edge of stall' is that you should reduce the airpseed as much as possible. This in essence is perfectly accurate. You must trade as much airspeed as possible for improved climb capability.
You are still confusing the long and short term scenarios I think. Whatever you speed is upon encountering windshear, your target airspeed immediately becomes the speed just above stall speed. The only way to achieve this target is by pulling back aggresively, thereby improving your climb performance dramaticaly for the next few seconds at least. Modern aircraft have stick shakers, etc to advise you that you are getting very close to the stall and are good indicators of when you have reached the limit of your speed/altitude trade.
If you are still encountering windshear at this stage, God has decided that this will be your last flight and there is no other technique that would have saved you.
Remember, that windshear (in the negative sense, i.e. suddenly reduced airspeed) is almost always a sudden, once off encounter. It is very rare and highly unlikely that you would suffer a severe shear which reduces your airspeed from say 160 knots to 140 knots and then have that followed a few seconds later by another drop from 140 knots to 120 knots. If you do come across this scenario, make a quick transmission to ATC to ask them to tell your wife that you love her.
The danger that exists is that during a windhsear encounter, your descent rate during an approach suddenly becomes dangerously high with risk of ground contact prior to the runway threshold, or your climb rate during takeoff suddenly becomes a descent rate.
It is obvious I'm sure that attempting to accelerate to better long term climb speed is not an option as this will involve a further unacceptable increase in your descent rate.
If you try to maintain the speed that you have been left with after the shear, you will have to wait quite a while (a good few seconds at least) before the effect of full power changes your flight path from a descending one to a climbing one. Just imagine being on an approach at 160 knots with 50% N1 descending at 700 fpm. Suddenly you speed drops to 145 knots and your rate of descent increases to 2000 fpm, so you apply full power and try to maintain the same speed. Now, imagine how long it will take for your 2000 fpm descent to be reduced, stopped and then changed to a climb. It could well be too late!
If you pull back aggressively and reduce your airspeed all the way to stick shaker, you will
immediately limit your descent rate as much as possible and may even get yourself climbing. (This would still be the case even if you did not add any power at all, albeit short lived.) By the time you have reached stick shaker, you will have achieved full takeoff power. Now you are in the same position as in the above paragraph (steady speed and full power) but you are starting from a shallow descent or possibly even a shallow climb. The effect of full power will be felt instantly and if He allows it, you will climb away for another day.
Stick shaker speed is clearly not the most efficient long term climb speed, but your immediate concerns are only short-lived.
Make sense??? That's the way it was explained to me anyway!!
