Originally Posted by
Magplug
@Hoistop.....
An interesting perspective. It has been more than a few years since I was rushing round pulling 6G and looking at the world from interesting angles..... But I don't agree with you.
All heavy-jet (HJ) pilots get training in incipient stall recovery which is VERY different to doing the same exercise in a mil-jet or a Cessna Aerobat, so I'm a bit lost in how that gives them a good grounding for what is to come? Do HJ pilots really need exposure to spinning with incipient/full recovery actions? If your airliner gets to the point of entering an incipient spin then it's all rather too late!
OTOH Basic stalling in clean and approach configurations is valuable, that's why it is covered not only in basic training but included in every type rating course. Most modern airliners are completely without natural cues to the approach of a stall so synthetic training takes place often with stall protections inhibited. That experience is nothing like a mil-jet or the Aerobat.
As for unusual attitudes or jet-upsets.... There is a finite limit of how far you can manoeuvre a HJ away from normal flight and still bring it back to straight and level without pulling the wings off, the airframe disintegrating or simply running out of height. Those margins are explored in type rating courses, often resulting in G forces that would write-off the jet even if you subsequently made a safe landing. The skills in achieving a safe UA recovery are peculiar to big jets and today are aided by devices like the excellent 787 HUD which automatically switches to a dedicated UA display if the pilot loses control beyond certain limits. !
Very much agree with you magplug.
The answer is more relevant training..(easy for me to say now I’ve hung up the headset). Given the plethora of mandatories/recurrent items that needs to be shoe horned into sessions I’m not sure how that can be done without it impacting on the training/pilot establishment budget.