Colgan 3407 NTSB Hearings
#12
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.
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.
#13
See above!
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.
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.
#14
#15
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.
#16
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.
#18
Gets Weekends Off
Joined APC: Oct 2008
Posts: 1,530
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.
#19
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 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.
#20
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.
Thread
Thread Starter
Forum
Replies
Last Post