Quote:
Originally Posted by Lyman
The aC did not pitch nose down at Stall.
Clandestino
Because CM2 got in his head that he has to keep the nose high, even if it meant setting TOGA and pulling all the way back. That's the only constant about his behaviour; he pulled when stall warning blared, he pulled when it did not. He pulled when F/Ds told him to pull, he pulled when they were knocked out.
He was quite successful in keeping the nose high, too.
Just to make sure that it is now understood, that after the initial pull with too high pitch attitude "not pulling" anymore" would not have been the solution to get the nose down by itself. A nose down push is necessary to change the trajectory in ALt2.
See below. I know, that Oozlum bird again....
BEA final report 2.2.5 (my bolding)
However, positive longitudinal static stability on an aeroplane can be useful since it allows the pilot to have a sensory return (via the position of the stick) on the situation of his aeroplane in terms of speed in relation to its point of equilibrium (trim) at constant thrust. Specifically, the approach to stall on a classic aeroplane is always associated with a more or less pronounced nose-up input. This is not the case on the A330 in alternate law.
The specific consequence is that in this control law the aeroplane, placed in a configuration where the thrust is not sufficient to maintain speed on the flight path, would end up by stalling without any inputs on the sidestick.