Originally Posted by
UAL T38 Phlyer
On the other hand, many yoke-based aircraft have been made to crash while the other column was clearly visible to the PNF.
THIS!!! PLENTY of planes have crashed while the PNF had full view of the PF's improper yoke inputs right in front of their face. No head turning/peripheral vision required.
Originally Posted by
UAL T38 Phlyer
Stall training in airliners is CRAP, so I will agree with James in that regard. In the Air Force, as in light aircraft, I was taught---and teach---that you recover with the minimum of lost altitude, but if necessary, YOU LOSE ALTITUDE. That's because the FAA perspective of a stall being about a "speed" is false...it's about AOA, and how much energy you have to try and effect the recovery with.
I don't know if airline stall training has been fixed yet, as I haven't been back since 2003. But I don't think having a moving-stick is necessary to make it happen correctly. A fundamental shift in FAA philosophy for stall-training is.
My lowly little regional, as well as many others have adopted PROPER stall recovery training. My company did it more than 3 years ago. Do a search, it's been covered multiple times. As opposed to the outdated/archaic FAA PTS standards that had NO semblance with reality.