"A formal document detailing the rationale for the revision points out: "There have been numerous situations where flight crews did not prioritise [nose-down pitch control] and instead prioritised power and maintaining altitude."
Operational experience has shown that fixating on altitude, rather than the
crucial angle of attack, can result in an aircraft stalling."
Revised stall procedures centre on angle-of-attack not power
A pilot that doesn't nose down immediately when earing a stall warning has not understood what is a stall : the plane is no longer a plane, it is a cucumber.
When you ear a stall warning, you are about to die within a min => you don't even remember your name : you nose down.
The trouble is that :
" The statistical data shows that, when confronted by a stall, in 80% of cases, pilots pull back the control column, in a sort of reflex movement, which continues the loss of control.
The aircraft was subjected to a series of four full and rapid rolls. The first was attributed to the force brought to bear by the pilot on the left part of the control column; the following ones were due to pilot overcompensation on the roll then the stall. Having pulled the control column fully back and thus caused maximum nose up pitch, the pilot rectified this by pushing the control column fully forward. The aircraft dipped, with its nose going under the horizon by 32°. The roll-off from +50 to –32° in seven seconds was remarkable."
REPORT on the incident on 24 September 1994 during approach to Orly (94) to the Airb