The fact that the aircraft trimmed the THS to this position without giving feedack to the pilots is a large part of the problem. Can you imagine any pilot deliberately trimming to such an extreme position especially knowing that the recovery if any significant amount of thrust was applied would be extremely difficult.
All nice and well said, just forgetting the fact that the flight laws were changed. Had they stayed in "normal law", the same auto-trim would have worked the other way during the recovery.
Ask anyone who flies a 737-800 (and I am talking manually & hopefully fairly competently ) & with a bit of thought they will come to the conclusion that they do indeed use the stab more in the manner of a primary flying control as opposed to merely a load-alleviator
That's pushing the ball a bit far, but the 737 is quite sensitive to thrust changes, on top of the configuration and speed changes the old ones used to show, hence the use of the wheel.
. it is perhaps merely perceived not through the dildoesque piece of plastic in your hand, but by the fact all you see through the windsheild is sky. . . . . that mon brave . . is what we call progress ( in Toulouse in any case
Had you had the experience of a 320 in "direct law", you'd have discovered that the airplane would let you in no doubt at all about the need for manual trim.
What is amusing on this sexual hint of yours is that, somehow you could disregard the recent plunge (10,000 ft if I recall) of an out-of trim 737-700...
Boy ! how more prejudiced could someone be ?
As for the "moving" vs "unmoving" throttles, it apparently didn't save that THY aircrew (not forgetting the automatics' kirks on the 737, of course).