Icarus2001
As do the crews that end up out of sorts. UAL, USAir, etc had upset training before 587, 585, 427... and had bad days. So did a bunch of 604 drivers, AF447 etc. Now, before the cries of but the b737 rudder PCU....!, note that the roll rates were well above flight control available rates, so autorotative effects were in pkay on 427 and 585, and lo, 427 elevators are NU throughout the sad event. 585 rates... Etc.. NTSB was silent on rates achieved.
Anyway, if you aren't in the head, have conpetency and are aware of what and preferably why, and are not inconvenienced by the accelerations and vibrations at your seat, then it is all good. For the rest, the training hopefully gives a capability to sort out what they got and undo it.
The B717 stall video shows a competent crew having a wild old ride.. As did perpignan. A while back i did a BFR in a SE jet with a sharp examiner. While he was doing a barrel roll it turned into a half cuban, but with an entry of around 350kts... And not so much height for what then occurred, an indecision on which way to roll, he had to look behind the wing or in the mirror for the horizon, and then he went for a pull through rather than a roll out to a recovery, which was at about 450kts indicated and 7g. We were well clear of the ground, but not by design. It had enough margin for the recovery to be talked through, but the split S was not a manoeuver i was expecting to see a good driver get into outbof a barrel roll. Post flight, the examiner noted he was disoriented with trying to acquire the horizon and needed to follow the recovery that was being called. It was a non event, but was still curious in the recovery attempted and the reason why. There but for Grace etc...
Last edited by fdr; 31st Jan 2021 at 03:29.