The presentations in Toronto were certainly not the first on loss of control. But the landscape has changed in the last year; not only is loss of control clearly identified as the leading cause of accidents in transport category aircraft worldwide, but the lobby efforts brought to bear by the Colgan families have generated a great deal of pressure for change in training.
The former has brought us the original point of this thread, namely, changes to stall recovery procedures from the major manufacturers. The latter has brought us the 1500 hour requirement with the associated training requirements.
As to error 401's post...the whooler on the ATR was definitely a wise idea. Trim motion is a cue that has become seriously deficient in modern designs...I still miss the trim wheel in the 727!
That said, we have to be careful about generalizations:
"Lower the nose apply power as far as practicable control roll with ailerons was what we were taught from the beginning. From own experience in stalling a Piper Warrior to recovery from spins I have learned: Piper stalled nicely power off. Was fluttering down like a leaf in one after another secondary stalls and only application of rudder put it wings over. Ailerons were still working fine." But the ailerons on a swept wing jet may not be working fine. That was a major point made by the manufacturers last week at Toronto. A fully stalled jet transport is laterally unstable and roll control will not correct the problem.
Rather than stomp the rudder, the manufacturers emphasize unloading the wing and "unstalling" it, getting flow reattachment and hence regaining aileron control.
"Go to the gym and get arms strong enough to pitch down even when trimmed pitch up. You should not be flying a turboprop if you are not able to hold ailerons with engine failure at V1. One should really be able to hold against the pitch up moment when applying power on a jet or at least be aware of it."
Again, Airbus pointed out that in the event that the pitch trim has been run up to the stall, so that the airplane is fully trimmed to the speed at which the stall takes place, the elevators may not have adequate authority to overcome the pitch up generated by the application of full thrust on underslung engines. Going the the gym has nothing to do with it...
You really can't mix apples and oranges in many areas, even if you can in others. Single engine trainers are not the best at teaching large jet characteristics...and high wing turboprops do not necessarily behave the same way as jets with underslung engines and swept wings do. This is what gets us in so much trouble...