Old 11th Feb 2015, 08:19
  #3183 (permalink)  
PT6Driver
 
Join Date: Dec 2000
Location: I used to know
Posts: 175
For those advocating spin training in light sep and mep, all very well and good.... but...
This would involve time out from line flying and the accountants will say ... no!
A large number of airlines are very rigid in their application of sops this means 400' ap on, minimums ap off, or autoland. Hand flying is not encouraged full stop. Far less in RVSM .
The result is that basic hand flying skills are rapidly degraded, therfore how long will the stall training be valid for ? To be of any use it needs at least annual refresher and this leads us back to the accounting department.

Stalling. The primary reaction has to be the reduction in AoA. If you apply full power/toga it is more than likely you will get an uncomanded and uncontrollable pitch up.
No one flys airliners close to the stall deliberately, therefore the reduced speed has gone unnoticed. The aircraft will be on AP and will therefore have trimed for the slowing speed. When the AP gives up you have an almost full nose up trim, add in power and it will surprise surprise pitch up.
Witness: AF, Colgan, Bournemouth 737 etc
Application of power has to be applied relatively slowly along with rapid trim nose down. But first reduce AofA!
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