That’s what *I* thought as well. The elevator/elevon can’t steer the aircraft, in a T-tail plane in a “deep stall”.
That’s why I made that comment about the text in that illustration.
But supposedly fly by wire planes (F-16s for example) can get in a flat stall like situation because the computer can’t figure out how to fly the inherently unstable airframe.
Again, I am VFR, single engine, head-out-the-cockpit. Low and slow works great for me.
Why waste fuel getting to 2000 AGL???
Get the jets AoA in excess of 70o and pull the throttles to idle. The low speed warning horn will be imminent. Once it sounds, yank the stick for all you're worth and roll the aircraft to design limits.
Ergo: the airframe will flutter like a leaf, but fly like a brick.
The pilot then calmly hits the 'manual pitch over-ride' to disengage the computer limited flight controls and then sycle the stick in phase with the pitching moment of the aircraft, i.e., apply forward pressure on the stick when the nose dives (or pull when inverted), and release pressure when the nose rises; simultaneously with this application of rudder. Eventually the contol surfaces will bite and the nose will remain pitched down. Remain pitch down until IAS exceeds 200Kts (if inverted to not roll the AC upright until that speed has been exceeded). 5000' AGL is pushing recovery to the limit on an unloaded bird.