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Airspeed Selection and Stall Training Procedures

Learn about the importance of indicated airspeed, landing bugs, and stall prevention training in aviation operations. Discover the significance of airspeed display trends and vector cues, as well as the role of the ref speeds switch. Understand how to obtain accurate landing speeds and maintain safety protocols in various conditions. Uncover insights from Colgan's ACARS entries, checklists, and training programs. Explore strategies for approaching stalls, stall training, stick pusher familiarization, simulator fidelity, and tailplane stall awareness.

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Airspeed Selection and Stall Training Procedures

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  1. Airspeed Selection and Stall Training Procedures Operations presentation

  2. Indicated Airspeed Display Current Trend Vector Airspeed Landing Bugs Vref Vga Low-speed Cue Landing Airspeed Bugs

  3. Ice Protection Panel

  4. Ref Speeds Switch • Ref speeds switch causes stick shaker to activate at lower AOA • Provides same margin above stall in icing as in non-icing conditions • Landing speeds must increase 15 to 25 knots depending on flap position

  5. Obtaining Landing Speeds • Colgan Q400s used ACARS to obtain landing performance data • Required crew entries were airport, runway, and airplane gross weight • Other entries optional, but “icing” or “eice” must be entered in icing conditions

  6. ICING or EICE not entered Crew ACARS Entry

  7. Engine Display

  8. Colgan Checklist • Normal checklist did not mention ref speeds switch once “after start” check was complete • Procedure did not require crews to cross-reference bugs with ref speeds switch position • Items corrected after accident

  9. Colgan’s Training Program • Ground school covered function of ref speeds switch but not actual use • Neither training manual nor simulator training modules mentioned switch • Colgan guidance after accident discussed switch position in relation to airspeed bugs

  10. Approach to Stall • Air carrier pilots trained on “approach to stall,” requiring recovery with minimal altitude loss • Altitude loss standards not appropriate for fully developed stall • Positive nose-down control force necessary once actual wing aerodynamic stall occurs

  11. Stall Training • Conformed to industry standard practices • Ref speeds switch not set to increase position during training • Not conducted with element of surprise • Did not involve autopilot disconnect • Did not address actions needed to recover from fully developed stalls

  12. Stick Pusher Training • Captain exposed to pusher as Saab pilot • Pusher training not consistently provided to Colgan’s Q400 pilots • Most pilots receiving pusher demonstration tried to override pusher • Revised Airplane Upset Recovery Training Aid does not address pusher familiarization training

  13. Simulator Fidelity • Flight crew training on full stalls and recoveries not done because of lack of post-stall simulator fidelity • Advances in technology can allow post‑stall aircraft behavior to be modeled in simulators

  14. Tailplane Stall Training • Colgan included NASA-produced video on tailplane stalls during training • Tailplane procedure opposite of wing stall recovery procedure • Bombardier: Q400 demonstrated to be free from tailplane stalls • FAA: no current Part 121 airplanes susceptible to tailplane stalls

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