I don't know man even in the metro we had to maintain pitch, and power through the stall. For sure don't lower the nose in a swept wing jet. I'm no engineer but I believe it is because of the high lift wing. Even a couple of degrees of pitch down is an extream loss lift. comparing a cessna wing which produces less then a 100 lbs per square foot to a jet which which does around 1500 lbs/sf.
Not disagreeing. Check the "and/or" in my next to last paragraph.
The first point is that the emphasis should first be on stall recovery/avoidance by reducing AofA (which can be done by adding power to increase speed and maintaining pitch, so long as care is taken not to increase pitch), and secondarily on avoiding altitude loss. Gotta remember - stalls are a function of AofA, not speed.
Secondly, the way training seems to be done is a maneuver, rather than as a recovery from a potentially dangerous situation. In the maneuver, an untrimmed aircraft is hand flown to stick shaker, which then requires much back pressure to maintain attitude/altitude. Perhaps training should include recoveries (no autothrottles or autothrottles off/failed) where speed is allowed to decay in altitude hold mode to stick shaker & then autopilot kicks off.
Food for thought.
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