I was just discussing AC 120-109 and this article ( Stall Training Issue Addressed by FAA, Aviation Industry | Aviation International News )
with a fellow pilot and we got into a discussion of the stall training during our intial and recurrent checks.
He mentioned that at a recent training event at Simuflite for the L60, the instructor had them training for recovery from stalls with the autopilot engaged and you recovered when the autopilot first disengaged (not to the sticker shaler or fully developed stall). I've only been to this type of training twice (1 initial and 1 recurrent for the King Air), but have not seen this approach to the training.
After our discussion I came across this paragraph from the article linked above:
I recently watch a program called 'Air Diasters' which features a mishap of West Carribean Airlines Flt 708 which is the same type of stall at cruise scenario which was also mishandled by the crew who did not recognize that they were actually in a full stall yet kept full backstick in until impact.
West Caribbean Airways Flight 708 - Wikipedia, the free encyclopedia
I guess my question to the forum would be are you seeing this type of set-up during your training/recheck events and are training providers / check airmen still focusing on minimal altitude loss?
USMCFLYR
with a fellow pilot and we got into a discussion of the stall training during our intial and recurrent checks.
He mentioned that at a recent training event at Simuflite for the L60, the instructor had them training for recovery from stalls with the autopilot engaged and you recovered when the autopilot first disengaged (not to the sticker shaler or fully developed stall). I've only been to this type of training twice (1 initial and 1 recurrent for the King Air), but have not seen this approach to the training.
After our discussion I came across this paragraph from the article linked above:
Quote:
|
"The AC goes into much more detail on how training providers should update their stall training procedures, but two emphasized items are worth examining further. In one, the FAA discusses abrupt pitch up and trim change commonly associated when the autopilot unexpectedly disconnects during a stall event. This dramatic pitch and trim change typically represents an unexpected physical challenge to the pilot when trying to reduce AOA. In some airplanes, this may be exacerbated by an additional pitch up when the pilot increases thrust during stall recovery. This is the conspiracy of factors for not only the Colgan accident but also the February 2005 Circuit City Cessna Citation 560 crash, in which pilots failed to add power after leveling off during an approach. (The NTSB seemed more concerned with icing in the Citation accident, but the level-off without power and the autopilot disconnect during the stall were factors in both accidents.)" This would seem to be directly related to some of the related auto-pilot / stall mishaps" |
West Caribbean Airways Flight 708 - Wikipedia, the free encyclopedia
I guess my question to the forum would be are you seeing this type of set-up during your training/recheck events and are training providers / check airmen still focusing on minimal altitude loss?
USMCFLYR