Hi JT residence now just S of PH. Nautical pursuits seem to involve vehicles with multiple redundancies, minimum displacement circa 80,000 tonnes, and effective anti slop devices for the champagne.
I should also have previously added that certification stall testing involves two very different test procedures.
1. Stall speed determination, 1 knot per second in the configuration which will give the highest stall speed.
2. Stall handling demonstrations, up to 4 knots per second, power settings of (IIRC) that for around 1.6 Vs, configuration to give the most unsatisfactory handling characteristics. These are highly dynamic stall approaches in both straight and turning flight. The pitch attitude for a straight stall, fairly high power and 4 knot per second can be disconcerting. The stall speeds during such manoeuvres can be very low due to the low g loading in a reducing angle climb and the high approach rate.
For those who may not be aware, high approach rates give a lower stall speed because of alpha over swing beyond the normal stall and airflow separation is delayed.
The low stall speeds contribute to reduced damping of any departure and less response to aerodynamic control inputs.
In some ways it is a pity that line pilots never see how well modern aircraft handle even when grossly abused in this manner.