What a positive Whirlwind of posts.
Anyhoo as I have posted previously a few years ago.
IMO if you encounter Jack Stall you have, , with the exception of actual servo failure, already exceeded the G limits of the helicopter for some reason be it overloading, over torque or overenthusiastic maneuvering.
Many seem to think that when you encounter Jack Stall the controls lock. This is NOT the case.
The controls will move and work as designed but you will feel feedback and need to apply force to move the controls.
Manipulate the controls as required to lower the G Load back within limits by reducing bank angle, lowering the collective ect.
If you don’t have space to do this before ground contact bad things will happen.
We used to demonstrate this in training on the AS350D and the 355F in a very controlled manner. Note: with the Twinstar we just pulled to the Limit Light not to actual Jack Stall which, due to the dual hydraulics, have been very bad practice. Because all the pilots getting checked on the 355 already had lots of 350 time that was all that was required on the 355.
When the 350 first came into service a lot of pilots gained knowledge by pushing the button on the tip of the collective, thereby bypassing the accumulators and turning off the hydraulic system suddenly and completely. They sometimes even did this at high-speed cruise. The ensuing exhilarating rapid, high G, nose up roll to starboard really got their attention. Fortunately they usually did this when going somewhere solo and doing as pilots new to an aircraft sometimes do “Humm What happens when I push this?” After things were returned to normal that stunt usually went into the “Not Going To Do That Again” file.