Single side stick shaker is identifiable as erroneous.
On completion of recovery, you conveniently do not copy from the same QRH NNM:
• Complete the recovery:
• Check airspeed and adjust thrust as needed.
• Establish pitch attitude.
• Return to the desired flight path.
• Re-engage the autopilot and autothrottle if desired.
Of course would have been completed prior to MCAS activation later, yes?.
One could consider that following establishent of the stall warning as erranous, to conclude the "Approach to Stall or Stall Recovery Procdure", that autopilot and autotrhottle can be re-engaged. Or would you consider that to bein conflict with the procedure as mentioned?
If your conclusion is that the stall warning is erroneous
after performing Stall Recovery NNM, you would not re-engage a/p or a/t due to either
(a) Unreliable Airspeed NNC (pg 118)viewtopic.php?f=3&t=1421471&p=21372535&hilit=shaker#p21372513
(b) Good airmanship: Why engage a/p or a/t if you now believe the systems are not working correctly?
The order of NNC should have been:
- Stall Recovery (perhaps performed as speed was increased to 250 KIAS but Flaps retracted with an active stick shaker)
- Unreliable Airspeed (not performed as pitch was not increased to 10 deg and power was not reduced to 80% N1)
- Runaway Stabilizer (performed but incorrectly as the airplane was out of trim when the Stab Trim Cutout switches were thrown)
Back in the real world, the four reported situations of single side stick shaker, all maintained climb and maintained or increased thrust. Additionally three of them attempted to engage A/P.
Perhaps consider the remainder of the NNC of the QRH you reference
7 Refer to the Flight With Unreliable Airspeed table in the Performance Inflight chapter and set the pitch attitude and thrust setting for the current airplane configuration and phase of flight.
8 When in trim and stabilized, cross check the captain, first officer and standby airspeed indicators. An airspeed indication that differs by more than 20 knots or 0.03 Mach from the airspeed shown in the table should be considered unreliable.
9 Choose one:
Reliable airspeed indication can be determined:
Use the most reliable airspeed source for the remainder of the flight.
Go to step 10
Reliable airspeed indication can not be determined:
Go to step 12
10 Flight director switch (reliable side) . . . . . . . .ON
11 Autopilot (reliable side) . . . . . . . . . . . . . .Engage
12 Set pitch attitude and thrust from the Flight With Unreliable Airspeed table in the Performance Inflight chapter for the airplane configuration and phase of flight, as needed.
General General - Flight With Unreliable Airspeed Flight With Unreliable Airspeed/ Turbulent Air Penetration Altitude and/or vertical speed indications may also be unreliable. Climb (280/.76) Flaps Up, Set Max Climb Thrust
Since we don't have either the JT or ET QRH to hand, perhaps consider a QRH from another operator:
10.1 Airspeed Unreliable
NNC.10 Non-Normal Checklists-Flight Instruments, Displays
1 Adjust the airplane attitude and thrust. Maintain airplane control.
2 PROBE HEAT switches. - Check ON
3 Cross check the MACH/AIRSPEED indicators.
4 Cross check the IRS and FMC ground speed and winds to determine airspeed accuracy if indicated airspeed is questionable.
5 Attitude and thrust information is located in the Performance Inflight section.
Performance Inflight - QRH Chapter PI-QRH General Section 10
PI-QRH.10 Performance Inflight - QRH-General General Flight With Unreliable Airspeed/ TurbulentAirPenetration Altitude and/or vertical speed indications may also be unreliable. Climb (280/.76) Flaps Up, Set Max Climb Thrust
Not as straight forward as some would like us to believe, is it? Stop trying to blame the pilots who were overwhelmed.