Mike X, no you wouldn't. You could be falling at 20,000 fpm and not know it, you only pick up accelerations - and never believe your senses blind - that's what the instruments are for, and attitude was there...
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Originally Posted by takata
During the sequence, the PF was maintaining full elevators deflection (-30°) and, in addition, the THS was reaching -13°. He was also maintaining a full left stick order, but the aircraft rotated to the right in high bank. When it started, the airspeed was for the first time recorded under 30 kt (sensed).
Of course, when fully stalled, the roll control via ailerons, and even spoilerons, would be weak at best, and
possibly even have some reversal effects. The wallowing in roll and lack of definite corrective lateral stick control, should have been a
big signal that he was heavily stalled. A glance at the Attitude, at the Trimwheel and...
..but not even once, was the question asked of PNF, even colloquially, 'Hey! D'ya think we're stalled' - or 'Please check, are there indications that we may be stalled' - and all this despite the Stall Warnings.
As with the Buffalo accident, one does wonder whether recent briefings or reading material were foremost in the pilot's minds - that is, tail icing with the former and false stall warnings with UAS in this case, there is a psychology there perhaps, last meaningful imprint takes precedence.
Originally Posted by takata
Nonetheless, the pitch came down from about 16°NU to 12°ND!
Vertical Speed increased from -10,000 to above -15,000 ft/mn.
The Airbus was displaying some natural stability tendences maybe, whilst rocking in roll, it was from time to time, dipping its nose... nodding. Either that, or this coincided with PF releasing some of that NU, NU stick pressure. Commensurate, an increase in vertical speed would be expected.