What are your thought's on this idea?
05-19-2009, 06:11 AM
#41
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by eaglefly
Valid comments, but I thnk that at this point (flying sweptwing jet airline aircraft) stall spin PREVENTION would be more beneficial than spin exposure.
During intial RJ training at my airline, I got to do a full stall (with the SPS system off) and it went into a tail slide, flipped inverted at the blink of an eye and then mimiced that scene in the Right Stuff where the Chuck Yeager character is bouncing around the cockpit with all these wild gyrations outside the canopy. Except it my case, it was night and all I could do was apply the typical anti-stall/spin inputs in either direction and watch as the attitude indicator spun crazily in all directions showing blue and brown in various parts of the PFD too fast to comprehend and the sim slamming back and forth against it's stops. Amazingly the sim recovered after ten seconds and I think I lost almost 20,000 feet and another 3-5,000 during the pull out, but it didn't recover because of what I did as there was no way for the brain to process any information in order to determine my situation. It was so violent and disorienting I couldn't tell if it was spinning left or right or I was in some kind of Lomcevak (tumble). I've done spins before as a CFI and some acro in a Decathelon, but this recovery had to have been a fluke.
Point being, this is one situation in transport catagory aircraft that you AVOID and not recover from. Of course, that's the point of a stick pusher.
During intial RJ training at my airline, I got to do a full stall (with the SPS system off) and it went into a tail slide, flipped inverted at the blink of an eye and then mimiced that scene in the Right Stuff where the Chuck Yeager character is bouncing around the cockpit with all these wild gyrations outside the canopy. Except it my case, it was night and all I could do was apply the typical anti-stall/spin inputs in either direction and watch as the attitude indicator spun crazily in all directions showing blue and brown in various parts of the PFD too fast to comprehend and the sim slamming back and forth against it's stops. Amazingly the sim recovered after ten seconds and I think I lost almost 20,000 feet and another 3-5,000 during the pull out, but it didn't recover because of what I did as there was no way for the brain to process any information in order to determine my situation. It was so violent and disorienting I couldn't tell if it was spinning left or right or I was in some kind of Lomcevak (tumble). I've done spins before as a CFI and some acro in a Decathelon, but this recovery had to have been a fluke.
Point being, this is one situation in transport catagory aircraft that you AVOID and not recover from. Of course, that's the point of a stick pusher.
When we did actual aircraft training on the E145 I got to take it to the shaker and pusher at 15,000. It was awesome. It pushes hard and fast and we really put it in to a nose up attitude and let it go. Even still, I remember the altitude drop not being significant.
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