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Date: Wed, 09 Jan 2013 11:01:32 -0500
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Subject: Re: [LML] lml Stalls
From: Paul Miller <pjdmiller@gmail.com>
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I find the most interesting part of this discussion is the risk of loss =
of control at low altitudes and how that is basically unrecoverable. And =
that's what HPAT reinforces each time I attend with the Legacy so we are =
taught to stay away from that regime.  120K minimum unless we're on =
final to land.  Easy to do here.

In our certified TBM 700 aircraft during training, we regularly stall in =
both power on/off modes with sharp differences between the two but they =
are manageable at all times.  The SIMCOM sim does not simulate stalls =
and they are not performed in the sim.  The TBM has aft bottom strakes =
that I understand are to help with stability in that regime.  They only =
come into play at higher angles of attack.

Does stall training help safety?  Not sure, because many of the TBM =
accidents I'm familiar with are low speed, low altitude approaches to =
landing.  The TBM has no AOA device.   If you reduce power on the =
turbine too far the airspeed deceleration rate is so high that by the =
time the stall warning horn annunciates you can be at stall speed or =
worse.  Then, the pilot applies panic power which causes the left wing =
to roll down and stall further.  That seems to be the marker of many of =
these incidents.

So, while stall [and spin] training may be useful, does it really help =
as much as perhaps training to use devices (such as AOA) that would =
prevent getting into that spot in the first place?  Devices on the EFIS =
that predict deceleration rates and prevent entry into that regime.  =
Autopilots that prevent stalling speeds and so forth.  Single pilot ops =
should have all the bells and whistles and it shouldn't be seen as any =
reduction of a person's abilities to use them.

Paul
Legacy
Spruce Creek