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if in clean configuration and below 20,000ft, select flap 1

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flight path, recover smoothly

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I thought the Bus was stallproof

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Protections are intended to:

• Provide full authority to the PF to consistently achieve the best possible aircraft performance in extreme conditions
• Reduce the risks of overcontrolling, or overstressing the aircraft
• Provide PF with an instinctive and immediate procedure to ensure that the PF achieves the best possible result.

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Surely selecting flap 1 after the fact is a bit moot..

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STALL RECOVERY - The immediate key action is to reduce AOA: The reduction of AOA will enable the wing to regain lift. This must be achieved by applying a nose down pitch order on the sidestick. This pilot action ensures an immediate aircraft response and reduction of the AOA. In case of lack of pitch down authority, it may be necessary to reduce thrust.

Simultaneously, the flight crew must ensure that the wings are level in order to reduce the lift necessary for the flight, and as a consequence, the required AOA. As a general rule, minimizing the loss of altitude is secondary to the reduction of the AOA as the first priority is to regain lift. As AOA reduces below the AOAstall, lift and drag will return to their normal values.

- The secondary action is to increase energy:

When stall indications have stopped, the flight crew should increase thrust smoothly as needed and must ensure that the speed brakes are retracted. Immediate maximum thrust application upon stall recognition is not appropriate. Due to the engine spool up time, the aircraft speed increase that results from thrust increase, is slow and does not enable to reduce the AOA instantaneously. Furthermore, for under wing mounted engines, the thrust increase generates a pitch up that may prevent the required reduction of AOA. When stall indications have stopped, and when the aircraft has recovered sufficient energy, the flight crew can smoothly recover the initial flight path.

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.....pilots have been incorrectly trained for years to concentrate on maintaining height. "You must be willing to trade altitude,"

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Pilots need to identify the risk of stall at high altitude, he says, recognise the onset of buffet and memorise appropriate pitch and power settings. But they must also know how to break the stall, with nose-down input, and - crucially - be patient. "Airspeed build slowly. Altitude must be traded for airspeed," he says, adding that engine thrust might be ineffective.

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Chaney says thrust demands particular attention, particularly during low-altitude recovery. "I caution our pilots to be very careful with thrust application," he says. Restoring normal pitch and roll, he stresses, are "of secondary importance", particularly in a turning stall, for which he advises a two-step recovery - lowering the nose before smoothly rolling back to the horizon as airspeed increases. Simultaneous dual-axis recover is "not desired", he says, because it risks higher tail loads and reduces the effectiveness of control surfaces, delaying recovery.

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"You fly into the stall, and fly out of the stall," he says, cautioning that rapid reduction of the angle of attack risks dropping the horizontal stabiliser into the wing vortices.

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Typical stall characteristics of transport aircraft in 1g non-accelerated flight (ref FAR Part 23.201) begin with the onset of initial buffet. This is best described as light airframe buffet which begins a few knots prior to stick shaker. As the aircraft approaches CLmax the level of buffet generally increases and can become severe to deterrent in nature. It is not uncommon to see buffet with a repetitive load factor of ±1g in the vertical direction and ±·5g in the lateral direction (see Fig. 20). It feels similar to driving an automobile across railroad ties. Buffet on large aircrafts tends to be much greater than experienced in smaller aircraft. This is due to wing airflow separation and turbulent airflow vortices which produce a strong excitation forcing function on the wing. This excites the fundamental frequency of the fuselage leading to large vertical and horizontal deflections. It can be very evident on the flight deck, where anything not securely tied down, such as an errant water bottle, can get hurtled into the air.

Stall identification is deterrent buffet for most recent models in the clean wing configuration. With flaps down, however, stall identification is either full column deflection to the control stop for two seconds, with no further pitch increase, or a nose down pitching moment that cannot be readily arrested.

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Recovering from a stall is straight forward and is in fact nearly identical to that used in general aviation aircraft. First and foremost the angle-of-attack must be lowered using elevator. During recovery the buffet level can momentarily increase, however, this tends to be transitory in nature. Engine thrust can also aid in stall recovery but, the timing of its use is absolutely critical. If thrust is added too soon, the upward pitching moment of under wing-mounted engines may cause an increase in the angle-of-attack. Under certain conditions it may even be necessary to reduce thrust to prevent the angle-of-attack from increasing (Ref. 3). Regardless of when or if thrust is used, the altitude cannot be maintained and should be of secondary importance to reducing the angle-of-attack with the elevator (Ref. 2). Also, of secondary importance, is the restoration of normal pitch and roll attitudes. Flight testing has shown that a properly conducted stall recovery at low altitude using the elevator as the primary control typically results in minimal altitude loss.

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