Not a very accurate statement. I've had 3 stick shakers go off. All 3 were on t/o in very gusty/convective conditions. Two times I was the PF, once the PM. One was in the CRJ700 and 2x's in the DC-9. ALL THREE TIMES we were above our Vfto speeds. A sudden gust, the AOA indicator moves, the shaker goes off.

Now granted, we were no where close to a stalled condition, it was a momentary gust. But in all 3 instances the PF had a natural reaction to reduced the AOA slightly to stop the shaker.

My main point...the INITIAL(and natural) REACTION to the shaker was to REDUCE THE AOA.

In YOUR statement, it seems YOU'RE only considering a shaker condition in an approach/landing situation. I am more concerned with the reaction to the situation.

Any of you guys ever experience severe wind shear? The correct procedure for that is to firewall and ride the stick shaker out of it. That involves a pulling back on the yoke to get the shaker....

just a thought

True...but in that case you are intentionally trying to keep it as close to stall AOA as possible. Probably the only time I'd want to be that close...

Between regular reinforcement to pull back during recurrent sim and regular pusher override tests, I think we could easily develop a spring-loaded response to do the wrong thing here.

I agree that a pilot SHOULD respond to a stall with nose-down inputs, but I suspect that in this case stall and pusher have become separate events as far as muscle-memory goes.

I suspect that for many of us, stall is something that happens in a 172.

You might need to make a conscious decision to override your natural shaker/pusher instinct and go into true stall recovery techniques.

i understand the idea, but I still just find it hard to believe. of course, theres no way for me to prove it.

KISS - Keep It Simple Stupid
 

I think we are making a simple situation more complicated with discussions of muscle memory and what we think we were trained to do in the event of stick shaker.

Stick Shaker = Slow Flight

Recovery is increasing the power and maintaining the pitch while the airplane accelerates. As lift overcomes weight/drag, you'll have to push forward on the controls and/or trim nose down to maintain level flight.

Don't pull back and increase the pitch. You'll end up in a pilot induced pitch oscillation that at the upper pitch attitude will engage the stick pusher.

Stick Pusher = Imminent Aerodynamic Stall

The airplane is automatically doing what pilots would do in successful recoveries of imminent or full aerodynamic stalls.

It's not rocket surgery;)

There is no way to prove either side of this question. I was just asking for opinions, as "ridiculous" as that may be.

Bingo, when I went to the sim for the 190 coming straight from the right seat of a 152 I had a hard time with the stalls, it went against my second nature.