Originally Posted by SAABaroowski

To be honest I never for a second would necessarily follow that advice in the real world. Training events I will certainly fly the shaker try and maintain altitude etc, but an airplane is an airplane and if its losing lift, I am reducing the angle of attack, its that simple. If I am 20ft off the ground and I stall the plane I might try to power out of it, but anything else, I am using the basic principles from private pilot days. In these airplanes when you are behind the power curve there is just not enough thrust to get you flying again. In the training environment they teach how to perform and recover from a stall, heres the problem

----You basically have a procedure memorized, power idle, pitch up, call fopr flaps, turn 15 degress, watch the PLI come down, shaker, BOOM power right away................thats ridiculous, talk about controlled environment!

Now imagine the crew of Colgan, the airplane is flying along like normal, they are heads down or distracted then BOOM out of nowhere, completely by surprise the shakers goes off, by the time they reacted the airplane was already a few knots slower then SHAKER activation speed, and the trim was all the way back, so by following STANDARD procedure trying to POWER out of it is hopeless.

The FAA and an airlines OPS SPECS can give you guidance and tell you how something should be done, but flying an airplane is "the artful application of a scientific process", every situation is different, no airplane stalls the same etc, but the one fact remains, you stall a wing the ONLY way to get it flying again is reducing AOA.

I am not faulting the pilots, all I am saying is 121 training on stall procedures will be looked at very CAREFULLY from here on in.

Fly safe guys