Nice pics. Best-looking jet I ever flew. And PLZ note the lack of a "PNF" or the ability to leave the cockpit and take a nap.
The Viper could not enter a stall in the conventional sense due to the AoA versus Gee pitch command implementation. The AoA limit was intentionally placed at 27 degrees to allow full roll commands at that value without fear of a departure. That's with A2A configuration. With bombs and such it was a different story and our AoA limit was reduced to about 18 deg and roll command was also reduced.
So the way you got to the "deep stall" was to be clever, or stoopid, and command a max roll rate when slow, but not necessarily "riding the limiter". So you could "rate" the pitch thru the limiter and also introduce some roll-coupling for added measure. However, several of the first "deep stall" incidents resulted from climbing at a high pitch attitude while holding the one gee basic trim command. If you slowed down quickly enough, then the stabilators ran outta nose down authority - about 50 deg AoA, and the pitch moment coefficient was such that you could not lower the nose.
The Airbus deep "stall" ( can't say it's a "deep stall" such as the Viper had or the T-tail airliners) is still not clearly defined. We don't have a good graph of the pitch moment coefficients or the amount of control authority with the THS in full nose down position at extremely high AoA. What we DO HAVE is one test point that implies the A330 can remain in a stalled condition when the THS is positioned for a full nose up command AND the pilot is commanding nose up - AF447.
The AF447 maneuver closely resembles the Viper entry conditions I described. Fly nose up with decreasing airspeed and then add the THS movement to full nose up command and Voila! Fly thru the AoA protection and you're there. And I am still not convinced that the AoA protection was working normally.
I still maintain that AoA inputs can be of value even at very slow speeds. In the Viper, you hit the gee limit before the AoA limit at cruise speeds and higher. This was based on the dynamic pressure at the time. So we could get 9 gees at about 360 KCAS and 15 degrees AoA. If you "rode the limiter" down to one gee, you were at 27 deg AoA. You were also very slow, maybe 140 knots or so.
That's all for now, and thot we went thru this before.