The thinking that will cause a resumption of safety improvement sees safety management going well beyond compliance. Addressing this knowledge shortfall might help crew detect situations that could otherwise lead to repeating past mistakes.”The international aviation system might be considered safe, but it has ceased becoming safer, Learmount said, pointing out little or no change in accident rates since 2003 or 2005, depending on the data used. “There were no warnings, no drastic change in the cockpit, nothing to draw the pilots’ suspicion.” Accidents such as this, he said, raise the question: “How suspicious of automation should you be? So it was not surprising that one of the most compelling segments of Flight Safety Foundation’s 23rd annual European Aviation Safety Seminar, in Istanbul, Turkey, concerned how to deal with the onset of stalls and how to train for stall recovery.After a lot of discussion, Claude Lelaie, special adviser to the Airbus president and chief operating officer, cut to the heart of the remedy for pilots finding themselves in a stall or near-stall condition: “If you push on the stick, you will fly!”This seemingly obvious bit of wisdom needed to be said in light of the number of fatal accidents and near-accidents in the past decade that wouldn’t have happened if the flying pilots had just followed Lelaie’s sage but simple advice.Michael Coker, Boeing’s senior safety pilot, flight technical and safety, recited a litany of accidents in which forward stick pressure was either never used or was insufficient.
In retrospect, had the pilots not taken any action when the auto-pilot disabled, or lowered the nose back to level when stalling, the airspeed would have increased with a lower angle of attack, and the aircraft would have remained in the air.Since the event, Airbus has told airlines to switch at least half of the sensors onboard the A330 and A340 to a different supplier to ensure they cannot be iced over.The incident is now also taught to commercial pilots, so they can recognize stall conditions when flying at a high altitude.Journalist - Working in news media for over a decade with outlets including 9News and the Discovery Channel, Nick is an airline marketing specialist with a Masters level education. … Pilots have had more difficulty satisfying evaluators with the setup than with the stall recovery. The crew of the Colgan Air Bombardier Q-400 that crashed near Buffalo, New York, U.S., in 2009 “never put the stick forward of neutral,” Coker said. “There is a potential accident rate reduction of 25 percent if better go-around decisions are made,” de Courville said.A stall also was involved in the 2009 crash of a Turkish Airlines 737 on approach to Amsterdam Schiphol Airport, but it was a consequence of a minor failure in the aircraft’s automation system, not caught by the pilots in time, that caused the airplane to be too slow at an altitude too low for recovery, said Turkish Flight Safety Officer Aydın Özkazanç, an A330 first officer.The weak link in this automation story was one of the radio altimeters, and “it didn’t fail, it just became ‘non-normal,’” Özkazanç said. During recurrent training, this procedure usually has been demonstrated at an altitude of 10,000 ft, Coker said, while recent stall accidents or incidents happened either from cruise altitude or on short final approach. Preparation should include various measures, including insurance, training, media strategy and establishing within the airline, in anticipation of a future incident/accident, the capability of conducting a parallel internal air accident investigation. “It includes stall recovery demonstration in the following conditions:“Except for the last exercise, there is a demonstration followed by the execution.”Using four experienced Airbus training pilots, the company ran a series of actual stalls at altitude, in part to determine the fidelity of the full flight simulator experience to real life.

… The solution is to follow proper procedures, reduce the angle-of-attack [AOA] and set the appropriate power.” Coker’s focus on less-than-full power is related to the trim state of the aircraft, noting a Thompsonfly Boeing 737-300 that nearly crashed in the United Kingdom when a full-power go-around in a poorly trimmed state resulted in an extreme nose-high condition that the crew overcame with great difficulty.In a presentation coordinated with Coker’s, Lelaie said that major aircraft manufacturers have combined to push for changed stall-recovery procedures. What does it mean when a plane stalls and are you in any danger as a passenger?
Failures by senior managers to take the necessary measures can expose companies and their employees to ‘corporate manslaughter’ charges,” he said.One of the problems Ambrose sees in defending against post-accident charges is the lack of consistency in the training. At a certain point, the separated flow reaches a critical mass that stops lift generation.Without lift, the aircraft will start to fall no matter how powerful the engines are or how fast it flies.

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