DW as a footnote to your post 2402, this extract from the L1011 website...also in memory of a certain much missed poster:
"Another interesting British Airways certification requirement that came up during TriStar production was FAA Stall Certification - in the US, the FAA requirement for the manufacturer was to only take the aircraft to stall warning (that is, when the stall warning horn sounded in the cockpit) and then recover. For European certification however, the requirement was to take the aircraft to full stall and then recover. So, Lockheed took the 1011 out and full stalled it - then it invited the FAA along and demonstrated to them that the TriStar could enter a deep stall and recover safely - then the FAA pilot tried it and in the deep stall the wing dropped and he could not recover it - film taken in the chase plane showed that the 1011 rolled inverted during the recovery attempt and finally was pulled out at around 10,000 feet - and the test started at about 25,000 feet! During recovery the aircraft pulled an excessive amount of G loads - the No. 1 test ship had to be hangered until it's structure was completely inspected before returning it to flight status.
On later British Airways training flights, I was an Instructor Flight Engineer and sat through some of these deep stalls in the actual aircraft - in the deep stall the aircraft shook so much you could not see clearly - the pilots just had to hold on to the control wheels and push forward to recover - it was quite a wild ride to say the least."
....push forward to recover