It (the A&#x2F;THR triggers TOGA thrust and engages) is <i>not</i> a stall recovery.<p>From Flying Training: &quot;Stalling will occur whenever the critical angle of attack is exceeded, irrespective of airspeed.   The only way to recover is to decrease the angle of attack (i.e. relax the back pressure and&#x2F;or move the control column forward).&quot;<p>This is referring to the aerodynamic stall, which is what caused AF447 to crash, <i>not</i> an engine stall.<p>I&#x27;m not an Airbus driver, but it&#x27;s my understanding that normal law provides stall protection, and pulling the stick full aft will give you the highest angle of attack consistent with not stalling the aircraft.   This is what is being discussed in the paragraphs you quote.   It is, however, possible to stall the Airbus in alternate law, in exactly the same way as it happens in any other aircraft.   AF447 was flying in alternate law.<p>In summary: increasing thrust is not what breaks the (aerodynamic) stall (but it is used to minimize height loss).   Reducing AOA by pitching forward breaks the stall, and that is done on an Airbus by pushing forward on the sidestick.