Originally Posted by
compressor stall
- You don't put flaps down in a C172 in stall recovery
- No speed brakes in a 172
- Airliner don't always have the convenient "nose drop" of a C172. Due to the aerodynamics of the swept wing, they can even be flattish (AF447). Positive action may be required.
- Power on too early can lead you into secondary stalls.
That's why you have memory items for an A320 stall.
It can be argued all these items are basic airmanship.
Even on a 172 you know you need pitch down, with positive action if required and even for a 15 year-old glider pilot it's obvious the speebrakes need to go away to recover a better airfoil. On both types you also learn not to pull too early and that power too early does not necessarily help.
For the flaps it's a little bit different, but my point is : you should not have to learn a memory item during a type rating to be able to get out of a stall. The procedure of course, has to be learnt in order to optimise the technique (for example here, when do we put the flaps out? While we start pulling ?)
In the memory item, airbus felt obligated to add that in case of one engine inoperative, thrust asymmetry should be countered with rudder action. In itself, it is very surprising that Airbus had to write something that any student pilot who has thought about multi engine flying could tell you.
Next step is airbus writing :
Vr.... Announce. Rotation... Perform
Note : to perform the rotation, the sidestick has to be pulled aft
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