Originally Posted by
Fl1ingfrog
The training managers of airlines that I have spoken to did not see the value of throwing their pilots about in a Extra 300 as being useful.
I don't see much point in using an Extra for the EASA required on-aircraft advanced UPRT, not saying that I use the ideal aircraft either.
Originally Posted by
Rivet gun
For example, GM1 FCL.745.A (g), nose low recovery, includes the enabling objectives:
(C) unloading to increase roll rate; (D) avoid ‘rolling-pull’; and (E) accept the priority of rolling to wings level first, before reducing power and before pulling.
If these are applicable to nose low or spiral dive recovery in a King Air, why would they not also be applicable in a DA 42?
Interesting to compare that with the newish FAA Airplane Flying Handbook for GA training, they seem to be the same. Also interesting to look at EASA's basic UPRT which also should be consistent.