cs25-201, 203 and 207.

an unacceptable characteristic might be for example a tendency to pitch up.

A stick pusher is not required if the aeroplane meets all the requirements as quoted above.

Lemurian
 

Your quote.

Isn't this where i came in?

G'day Hoppy.......mixing it with the two winged master race whatever next........keep at it my son dont let them wear you down.
Regards from the Kiwi land

FE Hoppy
You can take whatever definition of "stalling speed" you can, from any certification authority, you still cannot decide all by yourself that it describes the actual phenomenon called "stall" which is caused by complete airflow separation over the upper wing surface, i.e past the Clmax alpha, and is the start of uncontrolled flight.
For FBW airliners, the stall cannot be demonstrated, therefore the definition for stalling speed is taken from a spread of speeds, on a level flight (1 g) and during a descent (n< 1g).
The difference between certification definition and real life can be described with the example of that MD-82 that crashed uncontrolled in South America.
For a pilot, the recovery techniques from an actual aerodynamic full stall and an FBW airplane in "alpha prot" situation are very different, by some order of magnitude.
But I guess this discussion is about two different perspectives.
Tell that to Boeing and the UK CAA about the 727 certification (which ,in a slanted way proves my point about certification and handling perspectives).

I agree. The point is that for the pilot there must be a clear definition in both protected and unprotected modes of what is considered a stall and what the apropriate recovery technique is for each. The authorities require both in any training program for an aircraft with protections.

By no means a "large" airliner, but the good old BAe-146 and AVRO RJ (last one produced in 2002) have unpowered, cable-controlled ailerons and elevators (using servo tabs) together with hydraulically powered roll spoilers and rudder.

You actually feel that you're moving the tab in the first half of the wheel deflection and then the whole tab + control surface in the second half (much heavier).

If you order too sharp a roll order you can even feel the downwing aileron tab being stalled for a second, a little bit like a car when you oversteer it ;-)

Now flying the A320 series, I do appreciate the full back stick procedure - it's simple and it works. And with EGPWS I guess you would never need more than 2,5G, would you ?

Not sure how one is supposed to "end" one of these topics, but according to one, Lemurian, I didn't have the "nerve" to do so.

So, Mr/Mrs Lemurian, consider this ended.:bored: