This is another example, but indeed, a worthwhile topic. It helps to gain knowledge from the experience of those who have it.

Don't remember if Orv and Wil wrote much about it.

Nevertheless, as I recall, most civil aircraft designs from a certified aspect, should exhibit characteristics which the "average" pilot can cope with.

Reading the current topic on stalls, with the expertise of contributors, I am beginning to wonder if Lancairs should be sold to, or owned by, anyone who is not able to address the mind to the various and compounding forces associated with a rapid and inadvertent entry into a spin.

As an inadvertent spin is likely to occur close to Mother Earth, we of "average" ability are not only unlikely to recover, but certainly will not be able to determine all of the aerodynamic characteristics associated with the spin.

Now, don't misunderstand me, I read all the inputs to the topic voraciously, and attempt to draw on the knowledge of those who clearly have (had) greater exposure than we of "average" ability.

The only time I am anywhere a speed which is associated with a stall is in transition during take-off, and in the flare during landing. The bit I enjoy is in between at the best speed performance I can get.

That said, I have done stall testing on two occasions, enough to know what my 320 exhibits as it approaches the stall. My Lancair also has an aural stall warning system which the builder designed.

In relation to the Air France A330 condition, and drawing on memory of the report, it went from cruise to the water in around 3 minutes with a final forward airspeed of around 60 knots. It is difficult to understand that none of these pilots did not disregard the EFIS and refer to the basics, the standby steams, AI, ASI, and ALT.

Even if the steam ASI was inaccurate due icing, the high pitch angle and unwinding ALT should have been a red flag to lower the nose to the horizon and firewall the thrust levers.

It is now 24 years since I first flew the A320 and I well recall most of us transitioning to it wondering "what the hell is it doing", but sitting there doing nothing was not an option.

By the time I retired ten years ago, I'd worked most of it out.