Uplinker;
So long as you know your memorized drills and the SOPs for running the ECAM and the paper checklists and set aside the initial surprise, you should be fine. Slow, deliberate actions, coordinated with the PM is all it takes - loss of airspeed indication is not an emergency at cruise altitudes, and the training for the drill provides (or should...it's an Airbus document), for the "flight not at risk" decision, (as opposed to just after takeoff or on approach).
Many here have expressed that they now pay much closer attention to both power and pitch attitudes during the flight and so are ready for "normal" should the airspeed indication be lost, while they get out the QRH for the precise numbers. That's just basic airmanship.
If you've done an unreliable airspeed event, you'll have seen what AF447 initially saw and experienced - you'll have lost the AP & AT with associated audible warnings and ECAM caution messages, (including lost ADRs), you will have dropped into Alternate Law and will have the greyed-out sections on the PFD where data has been lost, (no trend arrow). Not sure what else you wish to experience. But you could pull the sim up to 15deg and watch the THS, stall and watch the rate of descent.........
Yes quite, but my point was I have not done all the above simultaneously at high altitude. Nor have I been shown a deep stall and its recovery.
In fact my response to an unreliable speed event in the SIM (at about FL150), when it was obvious that only my speed tape and trend arrow were going crazy while the PNF's and the STBY were rock solid, was that I did nothing except keep attitude and power. But I got marked down for that because the TRE wanted to see me do the unreliable speed drill !
When the Bus is messed up, your conventional pilot skill can't help much because when you pull the stick, the plane may not respond by raising up the...
When does this happen? You should be able to stabilise an Airbus just as you can a Boeing, as long as you look at your instruments and fly Pitch + Power = Performance.
Even if you have lost all your ELACs and SECs or PRIMs and SECs, you can still maintain the approximate flight path with the THS and rudder - both under direct pilot control - while PNF starts resetting the computers.