WOW. I'm amazed at all the BS you people spout off here. Please educate yourself and quit posting false information. Totally clueless. :mad:

Transcripts WILL BE RELEASED!

This is bad for the legacy of the two pilots. However, it is human nature that someone's got to hang for this.

However, I seriously doubt they weren't trained on a stick pusher. That is a pretty elementary feature of a passenger transport aircraft. Likely they had experience with these (esp the CA) before this aircraft.

The hearing that is taking place next week IS NOT the "sunshine" hearing. Expect that to take place in late '09 or early '10. The "sunshine" hearing is when the NTSB releases their 'probable cause' findings. The upcoming hearing is to gain additional facts....NOTHING MORE. There will be no analysis at the completion of the hearing next week.

Correct, the written transcript will be released at approx. 0730 on the 12th. Not before!

See above!

Wrong! Very few 121 operators train pilots in 'stick pusher' events. Most, if not all, stall recovery training syllabi teach pilots to recover at 'first indication of stall,' which means at the shaker. As you're probably aware, the shaker only means you're 'approaching' a stalled condition.....but the wings are still flying at that point. I'd imagine many 121 training programs will be changed to include some form of stick pusher recoveries in the future.

transcript/cvr facts (i know 95% of people on here hate that 4 letter word) here:

NTSB - CVR & FDR

ive been through three 121 training programs and in all but one of them we trained to pusher. On the checkride you dont obviously test the stall manuver to a pusher but we have all seen them (except for E170 pilots and maybe some airbus types where the airplane wont let the critical angle of attack be exceeded through computer controls in the fly by wire systems) However I wonder if they ever did any stall training with the Ice speeds increased through that INCR button. The reaction of the airplane in a normal stall condition compared to an INCR stall with no real accumulation of ice on the airframe could possibly be a very different event than one that was normaly trained.

Good to hear at least some 121 carriers are training to pusher. I've talked to several people at different carriers...and none had done so thus far.

While a 121 pilot may be trained on the pusher initially, nobody that I have talked to about this (various airlines) gets pusher training at recurrent, just shaker.

You're right in fact if you get the pusher in training or a check ride you've probably failed that task. I'm sure the FAA will recommended some sort of additional training but it will be a moot point. The point is not to get a stick shaker anyways at 1500 agl and we already train for that. What are you going to train to the pusher for?

Ok, I'll agree with the fact that not many of us are trained to handle stall scenarios to the pusher ... but how is that in any way/shape/form the pilots' fault? Doesn't make much sense to me.

I agree Purpleanga ... it won't do much good to train to the pusher at 1500 agl ... there's not a whole lot you can do at that low of alt except train to not let it get that far.

I think we're missing the point here folks. The fact that these 2 pilots put this airplane into a position to get the stick pusher shows inadequate skills or training. Whether or not they were trained to handle a stick pusher activation is not the issue IMHO.