Harry Mann. "Locked in Stall", given the difference in language spoken here, and semantics, is a highly "loaded" phrase.
The bottom line, for 447, seems to me to be, is the STALL recoverable with NOSE UP elevators and a planted FULLNU THS? (For those hiding in the weeds, and ready to pounce, this is rhetorical).....
Do we know? because for 447, that is the KEY. The PILOTS were committed to NU, without judgment, and hopefully w/o further comment. So for me, what was the role of the THS and 'g' demand control, in a potential 447 recovery?
On its face, it would appear that THS prevented a potential recovery.
Similarly, without 1g demand control for the climb, PF would have STALLED the airframe sooner, much sooner, with NOSE DROP CUE, and perhaps BUFFET CUE.
So, empirically only, and without going straight into who's who, and what needs be DONE, what are your thoughts re: survivability (in best practice recovery), W/O TRIM? IN PITCH DIRECT? (elevator LIMITED).
airtren. "The most powerful control surface on the a/c"? Only because it moves. If the wing could change its Angle of Incidence, it would be far more powerful as a control surface. Surface area that articulates relative the airstream is ad lib powerful, and potentially lethal.
I am starting to think more folks than I thought don't see the THS as HYBRID. It changes the ASPECT ratio radically, automatically, and here, lethally. I think new pilots are shown how she flies, but not why.
What will the training become when the wings of a new iteration of BUS articulate, AOI? "DON'T TOUCH THAT?"
F-8, variable incidence.
Last edited by Lyman; 26th August 2011 at 18:18.