...Same would happen with slight nose down input, as the increasing rate of descent in a stall would be felt by the sensors as less than 1 g, and the commanded g by a slight SS forward might be bigger, thus still the flight surfaces would be positioned for a nose up flight path. With such SS inputs the aircraft would be forced deeper into the stall and into high AOA. Bonin demonstrated...
RetiredF4,
You nailed it right in the sensitive spot
FBW software should ensure safe algorithm operation during entry into and recovery from a stall condition, THS trim function should be inhibited in the NU direction at a position that assures adequate stick/elevator control authority for stall recovery, even at full thrust. THS trim should be inhibited well before stall, based on AOA or speed margin above 1g-stall speed or esspecially if SW is online.
Brand B seems to recover from high altitude stall events
Would it, if the stab trim was wound fully back, the speed brought back to less than 100kts, with full power on and descending fast?
Capn Bloggs,
The force needed on the elevator would be large for THS NU, but it isn't any problem and there is the "feel" for need to trim forward.