Not really... better yet, they should spend a couple years tooling around in a 10k hr beat up piston twin full of checks and Fedex overload. In crappy upper-Midwest winter weather with a disgracefully thin MEL (missing stuff like A/p, de-ice and functioning RNAV (the real vor-based thing, not a GPS approach that links just like an ILS) going into airports with nothing but ADF approaches in the dead of night 5 days a week.


-Flame Off..,


I doubt one of those guys, even though I thought a lot of them were kinda crappy pilots, would EVER hold a plane in a 20 min stall into the south Atlantic....

And some of those children are so young, they can't even legally enjoy a beer in some countries.

At risk of immediate and catastrophic thread drift, no-one intentionally ‘held a plane in a stall’. The AF447 crew were utterly devoid of comprehension of the aircraft’s condition, let down by poor and unreliable systems, and I strongly suspect profound distrust of those systems. They did the wrong thing because they hadn’t a clue what was going on and therefore had no idea what to do about it.

Yes, children of the magenta are all around us, and professional standards have never been lower, but please don’t blame the AF447 crew in that manner.

The previous poster did not say that the pilots deliberately held AF447 in a stall. He/she stated merely that they had held it in a stall. That is an absolute fact. They did.

They did not do it intentionally but you cannot deny the fact that they flew a stalled aircraft into the Atlantic Ocean.

AF447 remains the scariest aircraft accident I have ever been made aware of.

In the same way that doctors make bad patients, pilots often make bad passengers. I prefer not to even think about what is going on up the front end while I’m watching my movie and drinking wine.

I just try to trust that the guys and girls at the sharp end know what they are doing and would be able to handle whatever is thrown at them.

BV

I’m flying with Captains with 5000hr TT who jump on the AP at 500ft. How sad and scary is that? Including ex-military and what have you. Children of the magenta or fear of cocking up under Flight Data Monitoring?

I am a fast jet pilot not an airline pilot so I will happily defer to those more knowledgeable than myself. However, I’m not quite getting your point.

If an aircraft has full power applied (for virtually the entire time) and descends at 35 AoA from 35000 until impact how is this happening if not done by the pilot?

I know there was a ‘dual input’ issue and then one of the guys was trying to take corrective action. The Captain seemed to appreciate there was a stall but the FO kept his stick fully back trying to climb.

Do you use the acronym SABIRS in the civilian world for signs of the stall? The last one is ‘stick fully back’.

I understand that there are different modes or laws with the AP (my current jet has autopilot but far more simple than an Airbus) which will affect handling etc. The basics still apply though.

This is not me disagreeing with you necessarily but I still do not understand how you can say the pilot did not hold the aircraft in a stall. I know it wasn’t a deliberate attempt to hold it in a stall but the stick fully back is what caused the stall isn’t it?

I understand the speed mis-match, caused by icing, was the initial problem but if held straight and level the aircraft would have continued on its merry way until clear of the icing conditions.

BV

This video?

One of the exciting developments is the growing availability of cheaper, so far fix based simulators. Ryanair have bought a number of these at around a million per box versus ten million for the full motion sim check variant. These can be booked for practice in a no jeopardy environment and would seem to offer a great opportunity to practice exactly this kind of stuff.