Originally Posted by
UnderDuress
Nope don't work for Boeing but flew the 38M.
Prove me wrong.
If a stall warning triggers at a low altitude, the flight crew should consider that there is an immediate flight path threat, and a potential risk of ground contact. In other words, there is no time to differentiate between a real or spurious stall warning, and there is no altitude to convert to speed. However, when a stall warning triggers (i.e. stick shaker activation), aircraft still have positive climb performance capability. Note:An “approach to stall” is a controlled flight maneuver. An aircraft that is stalled is out of control, but is recoverable. Do not confuse an “approach to stall” with “a full stall”. When ground clearance is not an issue, the recommended technique is to recover from the near-stall condition in the minimum amount of time, by applying power and nose down input. When ground clearance is an issue, the recommended technique is to lose as little altitude as possible, by applying fullpower and by flying an optimum pitch attitude.
Are you saying the crew ought to have prioritized identifying the stick shaker as spurious, in your opinion?