Paul Davis writes:

<<How many of those who continue to minimize the importance of AOA indicators and stall avoidance and maximize the importance of stall training have actually read the article?  And if you've read it, would you mind sharing with the rest of us why you seem to discount the article or at least disagree with the author's conclusions?>>

I did! I did! and I even went back and reread the article to see if I got it wrong the first time. I didn't.

First let me correct some of Paul's "spin". I never inferred, or am I aware of anyone else inferring, that stall training should be done in place of AOA and avoidance. Quite the contrary, it is my belief that stall training INCREASES the pilots awareness of incipient stalls and improves stall avoidance.

I found the article Paul mentioned to be poorly written, erroneously argued and not particularly relevant (it is about spin training and not stall training). Great weight is given to statistics but an important factor isn't even mentioned, specifically, what is the spin accident rate as a function of spins performed. I would think that a significant percentage of fatal spins are first spins for that pilot. It would also not surprise me that, of the pilots who do a lot of spins, some die while doing them.

Paul may be confused, as I was, by this statement made by the author:

<<<"The "systems safety" method has consistently been determined in many industrial settings to be the most effective method for preventing accidents and injury. The first step is to reduce the risk (hint: low-altitude buzzing). The next step is to change the design of the equipment to incorporate safety features. Third, incorporate warning devices. Training and procedures have been proven time and again to be the least effective methods for preventing accidents.">>

This statement is clearly misleading. "Systems Safety" in context of aircraft would be stall/spin resistance. The category of "bonehead maneuvers" and their avoidance would clearly be under training. For most cases, of the three areas where safety can improve (System Safety, Warning Systems and Training) training is the only thing under the pilots control and therefore TRAINING IS THE MOST EFFECTIVE THING A PILOT CAN DO TO IMPROVE SAFETY. Of course the pilot can chose not to fly a particular aircraft or to not fly at all, resulting in the safest of all conditions.

Even the sidebar to this article concurs:

<<Is spin training a waste of time? Not if it's done right and you have reasonable expectations. But it still won't protect you from extreme lapses of judgment.

-- Ken Ibold>>

Anyone who believes that proper training is a bad idea should place their hands on their shoulders palms up and push vertically until they hear a loud popping sound followed immediately by a bright light. Perceptions should improve drastically after this simple procedure.

I'll say it again then shut up. IMHO stall training in your aircraft with a qualified instructor is the best way to teach the pilot about stall/spin avoidance. Every aircraft is different and you won't know what your aircraft will do until you take it there and find out. Stalls can be accomplished without spins but spins require a stall. As the author points out:
<<Preventing the stall is far more important in the typical spin accident error chain.>>.
In order to prevent something you have to know what it is and the best way to know that is to stall the aircraft under controlled conditions.

Regards
Brent Regan