Abnormal law:
- in roll: the yaw alternate law.
- in pitch: an adapted Nz law, without autotrim.
After A/C recovery, and until landing, the available laws become:
- in roll: the yaw alternate law.
- in pitch: the Nz law, with recoverd autotrim.
This bolded part is where a stalled aircraft could require trim wheel input to help move the THS to a position where it helps recover from the stall, since if that law kicks in your sidestick/elevators may not get the THS moving. (Based on the control authority points made previously regarding elevators and THS)
If one does not practice stalling that far
(some would call that bleeding practice, since the idea of stall recovery is typically "unstall as soon as you can, don't wait for it to get worse")
one might not recall that change -- using a secondary flight control, a trim wheel -- when one is playing catch up to the aircraft.
Put another way, if your aircraft stalls at 6, or 8, or 10 or 12 units/degrees AoA, and you are at 30, you are well behind the aircraft. A design assumption seems to be "if you get this far into stall, the computer may be a problem contributing to the situation, get it out of there so you can get this bird out of a stall!"
The more I think of how that law is set up, the more it makes sense.
If you are an unusual attitude, you don't want the computer interfering with your attempts to fly out of it. This law means that the aircraft not only allows you to fly (pitch, anyway) manually without computer interference, but requires you to fly manually without computer assistance.
But if you don't train to do it ... will you remember to fly it that way when you need it?
