Hi DozyWannabe,
I don’t think that’s a fair comment.
From PJ2’s post #282 "The Effect of High Altitude and Center of Gravity on Handling Characteristics of Swept-wing commercial airplanes" -
“For a statically stable airplane the required column force, as speed varies from the trimmed condition, is less at an aft CG than it is at a forward CG.The minimum average gradient allowed by U.S. Federal Aviation Administration FAR Part 25 is one pound for each six knots.”
If at FL 350 with UAS, the PF had pulled back with several pounds of force on the controls, and then manually selected several degrees of nose up stab trim – then I would agree with you and call that counter-intuitive.
I suspect that all he did was inadvertently pull back on the stick with a few ounces of force for a prolonged period of time (maybe the next report will clarify). The stall recovery action with the application of TOGA power was the start of the next chain of errors. (N.B, his action was i.a.w. the guidance in FCOM at the time – the new stall warning recovery procedure has removed that action because of the nose up couple it causes)
Last edited by rudderrudderrat; 16th July 2011 at 16:46.
Reason: shorten text