Hyperveloce;
Not sure why the FIGARO journalist blames the americans. The following quote is from an NTSB report on a stall incident that occurred near Baltimore on 20/10/2002 and was discussed on the old thread:
Icelandair's stall recovery training utilizes procedures contained in the Boeing 757 Flight Crew Training Manual. Procedures for recovering from an approach to stall and from a fully developed stall include the following.
(...)
To recover from a stall, angle of attack must be reduced below the stalling angle. Nose down pitch control must be applied and maintained until the wings are unstalled. Application of up to full nose-down elevator and the use of some nose-down stabilizer should provide sufficient elevator control power to produce a nose-down pitch rate. It may be difficult to know how much stabilizer trim to use, and care must be taken to avoid using too much trim. Pilots should not fly the airplane using stabilizer trim, and should stop trimming nose down when they feel the g force on the airplane lessen or the required elevator force lessen. Under certain conditions, on airplanes with underwing-mounted engines, it may be necessary to reduce thrust in order to prevent the angle of attack from continuing to increase. Once the wing is unstalled, upset recovery actions may be taken and thrust reapplied as necessary.
I would be interested in the Airbus equivalent.
HN39