Quote:
Originally Posted by
PJ2
Thirty seconds after the first Stall Warning passing through FL270 the AoA was 10degND ref
this post You most probably didn't mean ND for the AoA.
Isn't Stall Warning supposed to be lost with all ADRs selected off ... ?
Wow..."10degND"! Shoulda caught it, thanks.
Quote:
Pitch slowly reduced to about 10degND still with full forward stick. As it was held the THS unwound and returned to normal settings.
In
my experiment THS never did ... ?
Hm, I can't explain that without more information. Ours unwound normally and one could feel it in the response of the airplane.
Quote:
In the approach to the stall, the SOP is to apply TOGA power, lower the nose and minimize altitude loss. This still applies!
Not any more.
At the initial aural stall warning, the airplane is still flying and considering as approaching the stall. The procedure is now clearly to lower the nose first and even to have to reduce the thrust in case of lack of pitch down authority.
The initial TOGA action has been banned. Minimizing altitude lost is not the priority anymore, reducing the AoA is.
Yes, I do recall the change now - what I was trying to do was separate two phases here - the "approach to the stall", and the "full stall" obviously and had referred to publications before the change. Kind thanks once again for the correction.
Have you any thoughts on the altitude required to recover from the full stall? What was your experience in your own experiment?