Proficiency checks under Part 121 just call for an "approach to a stall" or a minumum steady flight speed. Thus if you get into an actual stall you have busted the parameters for the maneuver. You recover at stall warning.
The A-320 and A-330 don't have stick shakers. No feedback whatever to the stick. They don't so much have stall warning as automatic stall recovery
. Separate topic there.
You might be able to glimpse the actual shaker unit in a DC-9 or MD
-80 cockpit photo. It hangs on the forward side of each control column a few inches above the floor.
About swept-wing stalls: I once got a terrific piece of instruction. (Thank you Doc, whereever you are.) In a DC-9 simulator the instructor had me trim for hands-off at 10000' and 250 knots, then note the power setting (fuel flow) it took to maintain the speed. Next I sawed the power all the way off and held ten thousand feet even, and let the plane decelerate without trimming
. I held it all the way past shaker and until the plane stalled - fully departed controlled flight. Then he said "let go of the yoke and set the power for 250 knots"
I did as he told me and watched. The plane fell pretty much straight ahead and lost nearly two thousand feet or down to about 8000'. It recovered and accelerated then began climbing. It climbed up to about 11700' as the speed began to decay, then fell into a descent again. This one was only down to about 8800 or so, then back up to about 10900 or so. Each successive oscillation was smaller until after only five or six cycles it steadied up on ten thousand feet and 250 knots. Hands off the whole time.
It is called positive dynamic stability. We sometimes forget that it is a design feature of our airplanes.
Now if I'd not been high enough for that first oscillation it would have been a really bad day, but it is nice to know what these planes will do.
Happiness is not seeing another trite Ste. Maarten photo all week long.