Old 28th Jul 2010, 13:31
  #90 (permalink)  
rudderrudderrat
 
Join Date: Oct 2009
Location: UK
Posts: 1,271
Hi Centaurus,

Post 72 from Goprdon quotes the CAA guidelines:
" The standard stall recovery technique should therefore always emphasise the requirement to reduce the angle of attack so as to ensure the prompt return of the wing to full controllability. The reduction in angle of attack (and consequential height loss) will be minimal when the approach to the stall is recognised early, and the correct recovery action is initiated without delay."

So I think it's emphasising that a reduction in angle of attack is the most important thing, secondly the application of a controllable amount of power. The problem with under slung wing engines is the pitch up couple. (TOGA power might not be controllable by the elevator at very low speeds - 737 at AMS etc.) As the speed increases - then you will be in a position to control the application of even more power.

Edit. The problem with the simulator is the lack of feeling of the "delta g" during the recovery. Most crews will trigger a secondary stall stick shake because of their over enthusiastic pitch up. In real life - they will be more aware of the "g".

Last edited by rudderrudderrat; 28th Jul 2010 at 14:30. Reason: extra text
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