A transport category lifts off. The PF commands "gear up" and the PM responds by moving the lever to the "up" position. Except the wrong lever.
He just retracted the flaps and slats.
The stickshaker activates. At such a low altitude, minimizing altitude loss is paramount. The throttles being already at TOGA, the PF sets the standard 10 deg nose-up pitch for the "approach to stall" procedure. That doesn't help to reduce the AoA enough, the plane stalls, crash, burns and everybody dies.
That would have been the possible outcome of this incident just a few years ago which, instead, was only an incident.
The pilot, instead, lowered the nose to reduce the AoA and silence the stickshaker. That is, he followed the new stall procedure for transport category airplanes, which is and was the old and universal procedure everywhere (but in transport category airplanes until a few years ago).
In a stall/approach to stall situation there is no better way to preserve altitude than not stalling. If that is not good enough, stalling for sure will not be any better.
He just retracted the flaps and slats.
The stickshaker activates. At such a low altitude, minimizing altitude loss is paramount. The throttles being already at TOGA, the PF sets the standard 10 deg nose-up pitch for the "approach to stall" procedure. That doesn't help to reduce the AoA enough, the plane stalls, crash, burns and everybody dies.
That would have been the possible outcome of this incident just a few years ago which, instead, was only an incident.
The pilot, instead, lowered the nose to reduce the AoA and silence the stickshaker. That is, he followed the new stall procedure for transport category airplanes, which is and was the old and universal procedure everywhere (but in transport category airplanes until a few years ago).
In a stall/approach to stall situation there is no better way to preserve altitude than not stalling. If that is not good enough, stalling for sure will not be any better.
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