Whilst I appreciate many of A37's comments,
"The subject of loss of control has been done to death" is literally true for the 1756 people who lost their lives on commercial jets as a result of LOC between 2001 and 2010.
Safetypee says "the subject is near exhaustion"...... really ?
Without repeated action through awareness, legislation, better training and continual review as BOAC suggests to improve piloting skills, many more lives will be lost. Those skilled crews will overcome upset senarios where, more often than not, it is the automation that takes an aeroplane to the scene of the stall or LOC.
Training in Threat and Error Mgt, CRM, Human Factors and a sound SMS all have their place but should compliment fundamental flight skills taught at the earliest stages of pilot training.
The old adage "Aviate, Navigate , Communicate" can be written "Fly it, Point it, Sort it"
Basic flying priorities that can be foundational to others such as automation airmanship.
Perhaps we should add to the list a post flight "admit it". Most of the incidents we hear about because they became accidents. Even with todays systems monitoring and engineering post flight data downloading, some think it ok to just walk away without telling anyone why they entered a minor upset.
However, most schools do not teach spinning or signs of approaching spin aloft. Many do not cover stalling in real depth and certainly not Stall recovery for swept wing FAR/JAR25 aircraft. Students need repetition of these exercises to become competent at prevention and recovery.
Sim limitations are not just degrees of freedom you see on an EHSI/AI nor motion queing. These Sims are designed for proceedural work and once outside that envelope they do not give the pilot true rates of roll, pitch etc or force feedback, flutter effects etc. Yes I agree snapshot Upset pictures could be shown and recovery discussed, but what you do in a SIM can result in an accident - Airbus Fin removal is an example: AA 587, A300-600 excessive rudder inputs overstressed fin. This "technique" was taught on SIM elements of the American Airlines Advanced Aircraft Maneuvering Training Program.
Dr Sunjoo Advani and the ICATEE/RAeS team are to be congratulated for re-highlighting an very real problem that can be resolved 99% of the time through airmanship and a more transparent interface between pilots and a "stricken" aircraft. This you tube presentation is just a snapshot of the work done around the world by concerned aviation specialists including pilots.
For more info see:
http://www.safeopsys.com/docs/RAES_URT_MASTER.pdf