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