OK465;
I believe the mathematical analyses of recovery altitudes assumed a constant average nose down pitch rate (based on actual pitch rates generated for short periods from the FDR data) and a specific constant 'G' applied at a given speed on the pull-out. Correct me if I'm wrong.
In the sim exercises, for recovery the SS was held full nose-down from the beginning of the stall warning at about FL360 until the wing was unstalled at about FL250, about 40 seconds total time, with a maximum achievable ND pitch of about -12 deg with an average of -10deg. The thrust levers were in the CLB detent and the THS was initially at 13.6deg and was returning to the normal cruise setting.
With the FPV symbol available, the FPA could be observed just above initially at -40deg, (pitch -10deg).
It began to move, initially very slowly up, about 15 seconds after full ND SS;
- at 29 seconds after full ND SS, the FPA had moved from -40deg, (pitch at -11) to -25deg, (same pitch);
- in the next 5 seconds it moved from -25 to -15, (FL257);
- at 38 seconds after full ND SS the FPA was -9deg, (pitch -5deg) with the wing unstalled and the CAS at 255kts.
In practicality, I wouldn't come off the forward SS stop (with whatever extended nose down pitch rate was actually available) until I knew that I was 'flying' again.
Absolutely correct!