Amen to all the above; the 350 can even utilize the data being fed to the engines as additional back up. And GPS altitude. So, very clever in a Sorbonne kind of way and Airbus has moved on. Hopefully training organizations, airlines and pilots for that matter have as well by adopting regular exposure to UAS scenarios and unreliable airspeed. The 330 checklist for unreliable airspeed is very difficult to simulate, as by definition the very scenarios that you’re trying to emulate are nebulous and subject to change.
So it takes a very good instructor to run those sessions, understand them properly, teach at the same time and, demonstrate the procedures. Not just a question of activating the BUSS, although that does tend to be the final result. I can’t speak to the other Airbus types. And team B seemed easier overall.
At the end of the day it’s back to the old recall drills of pitch and thrust; in the old Jumbo it was 2 and a half, two and a half, and two and a half. 2.5 units of pitch, 2.5 units of thrust on the thrust resolver scale on the quadrant, 2.5 on the standby or other AI…. all derived from different sources. Will that maintain level flight at all points of the envelope ? No. Prob not. It will however prevent you pancaking an aircraft in to the sea. AIB have similar drills, dependent on stage of flight, take off, climb etc.
This thread should be laid to rest; some of the comments from the OP ( in particular about stall recovery procedures ) are frankly trollworthy and show us in a bad light.