American Flight 191 - Recovery Procedure

"Guy Elden Jr" wrote:

2 -- No stick shaker on the other yoke... If they had known that they
were starting to stall as they decreased to V2, they could have
increased their speed and kept it from stalling and the roll
developing...

Not sure exactly how the stick shakers in the big planes work, only
familiar with a C-172, which has only one port on the left wing to
feed what essentially amounts to a kazoo to inform the pilot that the
plane is about to stall. Did that particular DC-10 have a port on each
wing, and if so, would both ports have fed both stick shakers? If not,
I don't see how adding a second stick shaker would have necessarily
helped to recognize a stall, especially if only one wing was stalling
at the time.

As I recall, the problem wasn't that there was only one stick shaker
motor, but that the stick shaker motor, the captain's instruments, the
slat disagreement alarm and the two stall warning computers were powered
from a generator on the engine that was lost. There was no redundancy.

The backup power switch was located in the panel over the captain's head,
and to the rear, also out of reach of the flight engineer, so in the heat
of the moment, it was not used.

Further, only the outboard slats had retracted on the left wing, with the
inboard properly deployed, so there likely was no tell-tale buffeting of
the tail to give the crew any clue that the wing was stalling.