Originally Posted by PBL;#23
So what data is it that a given manufacturer didn't have, that they would have gone back up to get because the regulators were worried again about LOC? Can anybody here say?
Perhaps you might find this article interesting:
Airbus testpilot views on stall recovery training
If an airplane is equipped with a stick pusher, then, granted if you will, a stick pusher activates at the point of defined "stall". That is, you get slower and slower, up to a specific airspeed at which stick pusher activates, and over you go. At what point in that entire process can you be said to be "stalled"? A suggestion: at no point, or maybe at just one. So, if I may be permitted to insist on accuracy, you are performing a manoeuvre which can be best described as recovery from approach to stall, not as recovery from a stalled state. The pusher does not let you get into a stalled state. Isn't this obvious?
That depends. A stickpusher is usually fitted if an airplane, in some or all configurations and cg positions, does not exhibit a natural pitch down tendency at the stall. The 'firing point' of the stickpusher is usually just after the point of maximum lift, i.e. just after the airplane is stalled. The purpose of the stickpusher is not to prevent the stall, but to prevent the airplane from getting deep into the stall. Some manufacturers call their stickpusher euphemistically a Post-Stall Recovery System. For the recovery it is immaterial whether the post stall pitch-down is natural or generated by a stick-pusher.
HN39