Originally Posted by
Tourist
That's fine Ghengis, but some aircraft will require quite different techniques.
I accept that the "standard stall recovery" will work for most/all puddle jumpers, however an Airbus or a turboprop will require different techniques. All based around reducing angle of attack, yes, but quite different in execution.
A turboprop is likely to want early power, whereas an airliner you may want to be waiting a long long time before you think about adding power.
If there is a wingdrop, again the recovery will be quite different.
My point being that if you are teaching a student who will be in an airline within 200hrs, then perhaps the standard stall recovery drilled into him may do him no favours.
Page 16 of
Royal Aeronautical Society | Aeronautical Journal | Stalling transport aircraft
Recovering from a stall is straight forward and is in fact nearly identical to that used in general
aviation aircraft. First and foremost the angle-of-attack must be lowered using elevator. During
recovery the buffet level can momentarily increase, however, this tends to be transitory in nature.
Engine thrust can also aid in stall recovery but, the timing of its use is absolutely critical. If thrust
is added too soon, the upward pitching moment of under wing-mounted engines may cause an
increase in the angle-of-attack. Under certain conditions it may even be necessary to reduce
thrust to prevent the angle-of-attack from increasing (Ref. 3). Regardless of when or if thrust is
used, the altitude cannot be maintained and should be of secondary importance to reducing the
angle-of-attack with the elevator (Ref. 2). Also, of secondary importance, is the restoration of
normal pitch and roll attitudes. Flight testing has shown that a properly conducted stall recovery
at low altitude using the elevator as the primary control typically results in minimal altitude loss
You have a point - this makes it clear that the GA stall recovery is an appropriate starting point, but does say that a big jet may need delayed or partial power.
But, I do think very much that pilots should train for the aeroplane they're flying. Whatever they may hope for, most pilots training in small aeroplanes won't be in a big jet at 200hrs - and until then, they have to be trained to fly the aeroplane they're in safely.
G