So to counteract/recover it would be (assuming enough altitude)
1)Nose down
2)Increase power
3)would right rudder help? - increase airspeed over left wing?
To recover from a stall, all you have to do is reduce the angle of attack. To do that, you need nose down control input. Remember, by nose down, I mean towards the aircraft floor, not towards the centre of the earth. You're going to need power, but perhaps not immediately. It will have it's own effects on pitch (though it would be nose down in an ATR and might help the AoA reduction) but the change in airflow may not be helpful. So, generally power after you've got wings level.
I can see where you're going with the rudder, and it may have helped stop the wing drop in the first place, but remember that lots of rudder at stall entry is how we initiate spins.
I think these are solid suggestions, and would have been perhaps doable, if the initial stall happened a few thousand feet above when they hit problems. But when the left wing stalled, they suddenly had no ability to have any control of the airframe. Thus notions such as "nose down" or "right rudder" are meaningless.
No, they couldn't control the aircraft with what they were doing. Regaining control would have taken some time and altitude, but if the ground hadn't intervened, there's no reason that they couldn't have done so. Nose down and right rudder mean exactly what they always do. These are referenced from the coughpit floor. If I'm flying inverted I'll still be using a nose down control input to hold the nose up!
Quickstatus, I get your question. A stall at almost ground level is essentially an impossible thing to recover from. Once that wing stalls, essentially no inputs to any control surfaces have any effect.
Not at all. Rudder and elevator remain effective. The aircraft does not convert itself into a rock. Ailerons have adverse behaviour which is why trainees are taught not to use them, but other forms of roll control may remain totally effective. Spoilers behave normally for roll control post stall.
We used to practice stall recoveries in the A380 sim in direct law (i.e. none of the protections) with one of the setups being a mishandled turn on to finals. You'd get close to the ground, but it was recoverable. It wasn't prone to wing dropping though.
What does a right rudder input do in a left wing down stall?. does it increase airspeed over the left wing?
Marginally, yes. Whilst reducing it slightly on the other side, which will give you a reduction in the roll. What you're looking at here is pretty much a spin entry. Given enough altitude, it may have stabilised into a spin, in which case the control inputs for recovery would have been full nose down elevator, full right rudder, and full left aileron.
Rudder has even more effect on aircraft with swept wings, as any rudder input will effectively decrease the sweep on one wing whilst increasing it on the other.
Agreed, let one one of the pilots answer. they will no doubt answer the same, that when a wing stalls, you have bucklies of having control inputs. But i respect that you want to hear that from an actual pilot, and I am not.
A stall is simply an aircraft being taken beyond it's stalling angle of attack. That can be done at almost any speed by pulling a bit of G. Steepen up that turn because you've misjudged the turn on to finals, and you can find the stall speed rising rapidly. At 45º of bank, it will be 20% faster. Conversely, an aircraft can be flown well below its 1G stall speed, by being pushed below 1G. What's the stall speed at 0G?
