Federal Aviation Administration Implementation Lessons Learned

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Need focus on trim understanding, awareness,
and use
•
Have to control instructor mutations
•
Need the RIGHT attitude
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Top 10 lessons learned in 2016
•
Top 10 lessons learned in 2018
•
What we have learned in the last year?
•
Some math
•
Some psychology
Top 10 lessons learning in 2016
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
#  7 – “AoA is often still positive when you are upside down”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
#  7 – “AoA is often still positive when you are upside down”
#  6 – “Aerodynamic stall does not depend on speed, bank…”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
#  7 – “AoA is often still positive when you are upside down”
#  6 – “Aerodynamic stall does not depend on speed, bank…”
#  5 – “Wow, this airplane can really buffet”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
#  7 – “AoA is often still positive when you are upside down”
#  6 – “Aerodynamic stall does not depend on speed, bank…”
#  5 – “Wow, this airplane can really buffet”
#  4 – “Many airplanes have little-to-no pitch break or rolloff”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
#  7 – “AoA is often still positive when you are upside down”
#  6 – “Aerodynamic stall does not depend on speed, bank…”
#  5 – “Wow, this airplane can really buffet”
#  4 – “Many airplanes have little-to-no pitch break or rolloff”
#  3 – “Rudder in upsets is often hazardous and unpredictable”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
#  7 – “AoA is often still positive when you are upside down”
#  6 – “Aerodynamic stall does not depend on speed, bank…”
#  5 – “Wow, this airplane can really buffet”
#  4 – “Many airplanes have little-to-no pitch break or rolloff”
#  3 – “Rudder in upsets is often hazardous and unpredictable”
#  2 – “The stall recovery template applies to all altitudes”
Summary of lessons learned in 2016
#10 – “Stall warning has a definition; not ‘AIRSPEED LOW’”
#  9 – “Thrust avail drops with altitude more than you think”
#  8 – “It is fine to reduce AoA when banked”
#  7 – “AoA is often still positive when you are upside down”
#  6 – “Aerodynamic stall does not depend on speed, bank…”
#  5 – “Wow, this airplane can really buffet”
#  4 – “Many airplanes have little-to-no pitch break or rolloff”
#  3 – “Rudder in upsets is often hazardous and unpredictable”
#  2 – “The stall recovery template applies to all altitudes”
#  1 – “Reducing angle of attack is the most important action”
Top 10 (I mean 17) lessons learning in 2018
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
#  7 – “Some are trying to do too much in the first pass”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
#  7 – “Some are trying to do too much in the first pass”
#  6 – “Still have variations in OEM recovery techniques”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
#  7 – “Some are trying to do too much in the first pass”
#  6 – “Still have variations in OEM recovery techniques”
#  5 – “Taking a wait-and-see approach to sim maintenance”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
#  7 – “Some are trying to do too much in the first pass”
#  6 – “Still have variations in OEM recovery techniques”
#  5 – “Taking a wait-and-see approach to sim maintenance”
#  4 – “Some flying sim to the simulator limit perceived”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
#  7 – “Some are trying to do too much in the first pass”
#  6 – “Still have variations in OEM recovery techniques”
#  5 – “Taking a wait-and-see approach to sim maintenance”
#  4 – “Some flying sim to the simulator limit perceived”
#  3 – “Recovery targets can have unintended consequences”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
#  7 – “Some are trying to do too much in the first pass”
#  6 – “Still have variations in OEM recovery techniques”
#  5 – “Taking a wait-and-see approach to sim maintenance”
#  4 – “Some flying sim to the simulator limit perceived”
#  3 – “Recovery targets can have unintended consequences”
#  2 – “Some not mixing it up with VMC/IMC or day/night”
Summary of lessons learned in 2018
#10 – “Have stall warning sync issues in some types”
#  9 – “Seeing good and bad bounce landing scenarios”
#  8 – “Push buttons still have their pros and cons”
#  7 – “Some are trying to do too much in the first pass”
#  6 – “Still have variations in OEM recovery techniques”
#  5 – “Taking a wait-and-see approach to sim maintenance”
#  4 – “Some flying sim to the simulator limit perceived”
#  3 – “Recovery targets can have unintended consequences”
#  2 – “Some not mixing it up with VMC/IMC or day/night”
#  1 – “The simulator is where we get everyone’s attention”
Summary of lessons learned in 2018
#  0 – “Some not respecting sim envelope limits”
Summary of lessons learned in 2018
#  0 – “Some not respecting sim envelope limits”
# -1 – “Airbus motion-off recommendations does not meet reg,
Summary of lessons learned in 2018
#  0 – “Some not respecting sim envelope limits”
# -1 – “Airbus motion-off recommendations does not meet reg,
# -2 – “Still seeing occasional use of pedals”
Summary of lessons learned in 2018
#  0 – “Some not respecting sim envelope limits”
# -1 – “Airbus motion-off recommendations does not meet reg,
# -2 – “Still seeing occasional use of pedals”
# -3 – “Recognize/confirm is often a forgotten first step”
Summary of lessons learned in 2018
#  0 – “Some not respecting sim envelope limits”
# -1 – “Airbus motion-off recommendations does not meet reg,
# -2 – “Still seeing occasional use of pedals”
# -3 – “Recognize/confirm is often a forgotten first step”
# -4 – “You should experience any force-feel changes”
Summary of lessons learned in 2018
#  0 – “Some not respecting sim envelope limits”
# -1 – “Airbus motion-off recommendations does not meet reg,
# -2 – “Still seeing occasional use of pedals”
# -3 – “Recognize/confirm is often a forgotten first step”
# -4 – “You should experience any force-feel changes”
# -5 – “The community is short on good surprise scenarios”
Summary of lessons learned in 2018
#  0 – “Some not respecting sim envelope limits”
# -1 – “Airbus motion-off recommendations does not meet reg,
# -2 – “Still seeing occasional use of pedals”
# -3 – “Recognize/confirm is often a forgotten first step”
# -4 – “You should experience any force-feel changes”
# -5 – “The community is short on good surprise scenarios”
# -6 – “Seeing too much push too often”
What have we learned in the last year?
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
#17 – Several V-n diagram rabbit holes
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
#17 – Several V-n diagram rabbit holes
#16 – Simulators, right now, not good at teaching somatogravic illusion
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
#17 – Several V-n diagram rabbit holes
#16 – Simulators, right now, not good at teaching somatogravic illusion
#15 – Airbus “automated stall entry” - a starting point, but not an ending point
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
#17 – Several V-n diagram rabbit holes
#16 – Simulators, right now, not good at teaching somatogravic illusion
#15 – Airbus “automated stall entry” - a starting point, but not an ending point
#14 – One operator 
starting, not ending,
 full-stall training with shaker de-activated
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
#17 – Several V-n diagram rabbit holes
#16 – Simulators, right now, not good at teaching somatogravic illusion
#15 – Airbus “automated stall entry” - a starting point, but not an ending point
#14 – One operator 
starting, not ending,
 full-stall training with shaker de-activated
#13 – For tailwind scenarios, it is all about 
timing
 on determining correct responses
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
#17 – Several V-n diagram rabbit holes
#16 – Simulators, right now, not good at teaching somatogravic illusion
#15 – Airbus “automated stall entry” - a starting point, but not an ending point
#14 – One operator 
starting, not ending,
 full-stall training with shaker de-activated
#13 – For tailwind scenarios, it is all about 
timing
 on determining correct responses
#12 – Some relying on FSB report for UPRT decisions
Lessons learned in the last year
#23 – Still have ‘untrained UPRT’ FAA inspectors
#22 – Had challenges with operators flying less-common aircraft
#21 – Wikipedia does not have a monopoly on knowledge
#20 – ICAO has changed the definition of an upset;  the FAA has not
#19 – Not UPRT, but challenges arose on incorporating crosswind with gusts
#18 – Not a requirement for trainee to identify when to recover from full stall
#17 – Several V-n diagram rabbit holes
#16 – Simulators, right now, not good at teaching somatogravic illusion
#15 – Airbus “automated stall entry” - a starting point, but not an ending point
#14 – One operator 
starting, not ending,
 full-stall training with shaker de-activated
#13 – For tailwind scenarios, it is all about 
timing
 on determining correct responses
#12 – Some relying on FSB report for UPRT decisions
#11 – Struggles with defining proficiency, namely in ‘return to desired flightpath’
Lessons learned in the last year
# 10 – Some not doing full stall training in all flight control modes
Lessons learned in the last year
# 10 – Some not doing full stall training in all flight control modes
#  9 – Many questions on best way to reduce pitch
Lessons learned in the last year
# 10 – Some not doing full stall training in all flight control modes
#  9 – Many questions on best way to reduce pitch
#  8 – Changed target speeds for slow flight in AC 120-111 (from Vref to Vmd)
Lessons learned in the last year
# 10 – Some not doing full stall training in all flight control modes
#  9 – Many questions on best way to reduce pitch
#  8 – Changed target speeds for slow flight in AC 120-111 (from Vref to Vmd)
#  7 – How can I find out the minimum drag speed?
Lessons learned in the last year
# 10 – Some not doing full stall training in all flight control modes
#  9 – Many questions on best way to reduce pitch
#  8 – Changed target speeds for slow flight in AC 120-111 (from Vref to Vmd)
#  7 – How can I find out the minimum drag speed?
#  6 – Pilots need to understand and experience feel system changes at some point
Lessons learned in the last year
#  5 – “Reduce AOA” (i.e., the guidance) still wins over “unload” or “push”
Lessons learned in the last year
#  5 – “Reduce AOA” (i.e., the guidance) still wins over “unload” or “push”
#  4 – Some pilots now saying “yes” when asked “do you want to see anything else”
Lessons learned in the last year
#  5 – “Reduce AOA” (i.e., the guidance) still wins over “unload” or “push”
#  4 – Some pilots now saying “yes” when asked “do you want to see anything else”
#  3 – See the most pilot difficulties in the unreliable airspeed scenarios
Lessons learned in the last year
#  5 – “Reduce AOA” (i.e., the guidance) still wins over “unload” or “push”
#  4 – Some pilots now saying “yes” when asked “do you want to see anything else”
#  3 – See the most pilot difficulties in the unreliable airspeed scenarios
#  2 – Trim understanding, awareness, and use needs more focus
Lessons learned in the last year
#  5 – “Reduce AOA” (i.e., the guidance) still wins over “unload” or “push”
#  4 – Some pilots now saying “yes” when asked “do you want to see anything else”
#  3 – See the most pilot difficulties in the unreliable airspeed scenarios
#  2 – Trim understanding, awareness, and use needs more focus
#  1 – Have to control instructor mutations
 
Not noticing getting outside simulator envelope
 
Not diagnosing significant errors (e.g., rolling pullouts, steps out of order)
 
Not understanding the new instructor operating station
 
Not training to proficiency
 
Not understanding what proficiency is
Math:  Central Limit Theorem
Math:  Central Limit Theorem
 
Average
Below
average
Above
average
Psychology:  Central Limit Theorem application
Pilot judgement
People
in this
room
Psychology:  Central Limit Theorem application
 
Pilot judgement
People
in this
room
Average
Below
average
Above
average
Psychology:  Central Limit Theorem application
 
Pilot judgement
People
in this
room
Average
Below
average
Above
average
Raise your hand if
you think you are here
Psychology:  Central Limit Theorem application
 
Pilot judgement
People
in this
room
Average
Below
average
Above
average
Raise your hand if
you think you are here
N
e
e
d
 
t
h
e
 
r
i
g
h
t
a
t
t
i
t
u
d
e
!
C
o
n
c
l
u
s
i
o
n
s
•
Need focus on trim understanding, awareness,
and use
•
Have to control instructor mutations
•
Need the RIGHT attitude

								

								
								

										

												
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This content provides valuable lessons learned in aviation implementation, focusing on understanding, awareness, and control of instructor mutations. It outlines the top 10 lessons learned in 2016 and 2018, covering topics such as math and psychology. Key takeaways include the definition of stall warning, considerations for thrust availability with altitude, and important principles regarding angle of attack and aerodynamic stall.


								
    
																		
  •   Aviation
    • 
																	
  •    Lessons Learned
    • 
																	
  •    Implementation
    • 
																	
  •    Federal Aviation Administration
    • 
																	
  •    Safety
    • 
																

								

								

									

										ryland
										

											 ryland Follow
											

										

									

									
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Presentation Transcript

								

								
  1. Federal Aviation Federal Aviation Administration Administration Implementation Lessons Learned 1
    2. 
            
            
            
  2. Main points     Need focus on trim understanding, awareness,  and use     Have to control instructor mutations     Need the RIGHT attitude 2
    3. 
            
            
            
  3. Outline     Top 10 lessons learned in 2016     Top 10 lessons learned in 2018     What we have learned in the last year?     Some math     Some psychology 3
    4. 
            
            
            
  4. Top 10 lessons learning in 2016 4
    5. 
            
            
            
  5. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       5
    6. 
            
            
            
  6. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    6
    7. 
            
            
            
  7. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     7
    8. 
            
            
            
  8. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     #  7       AoA is often still positive when you are upside down    8
    9. 
            
            
            
  9. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     #  7       AoA is often still positive when you are upside down    #  6       Aerodynamic stall does not depend on speed, bank       9
    10. 
            
            
            
  10. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     #  7       AoA is often still positive when you are upside down    #  6       Aerodynamic stall does not depend on speed, bank       #  5       Wow, this airplane can really buffet     10
    11. 
            
            
            
  11. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     #  7       AoA is often still positive when you are upside down    #  6       Aerodynamic stall does not depend on speed, bank       #  5       Wow, this airplane can really buffet     #  4       Many airplanes have little-to-no pitch break or rolloff    11
    12. 
            
            
            
  12. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     #  7       AoA is often still positive when you are upside down    #  6       Aerodynamic stall does not depend on speed, bank       #  5       Wow, this airplane can really buffet     #  4       Many airplanes have little-to-no pitch break or rolloff    #  3       Rudder in upsets is often hazardous and unpredictable    12
    13. 
            
            
            
  13. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     #  7       AoA is often still positive when you are upside down    #  6       Aerodynamic stall does not depend on speed, bank       #  5       Wow, this airplane can really buffet     #  4       Many airplanes have little-to-no pitch break or rolloff    #  3       Rudder in upsets is often hazardous and unpredictable    #  2       The stall recovery template applies to all altitudes    13
    14. 
            
            
            
  14. Summary of lessons learned in 2016 #10       Stall warning has a definition; not    AIRSPEED LOW       #  9       Thrust avail drops with altitude more than you think    #  8       It is fine to reduce AoA when banked     #  7       AoA is often still positive when you are upside down    #  6       Aerodynamic stall does not depend on speed, bank       #  5       Wow, this airplane can really buffet     #  4       Many airplanes have little-to-no pitch break or rolloff    #  3       Rudder in upsets is often hazardous and unpredictable    #  2       The stall recovery template applies to all altitudes    #  1       Reducing angle of attack is the most important action    14
    15. 
            
            
            
  15. Top 10 (I mean 17) lessons learning in 2018 15
    16. 
            
            
            
  16. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    16
    17. 
            
            
            
  17. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    17
    18. 
            
            
            
  18. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    18
    19. 
            
            
            
  19. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    #  7       Some are trying to do too much in the first pass    19
    20. 
            
            
            
  20. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    #  7       Some are trying to do too much in the first pass    #  6       Still have variations in OEM recovery techniques    20
    21. 
            
            
            
  21. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    #  7       Some are trying to do too much in the first pass    #  6       Still have variations in OEM recovery techniques    #  5       Taking a wait-and-see approach to sim maintenance     21
    22. 
            
            
            
  22. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    #  7       Some are trying to do too much in the first pass    #  6       Still have variations in OEM recovery techniques    #  5       Taking a wait-and-see approach to sim maintenance     #  4       Some flying sim to the simulator limit perceived    22
    23. 
            
            
            
  23. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    #  7       Some are trying to do too much in the first pass    #  6       Still have variations in OEM recovery techniques    #  5       Taking a wait-and-see approach to sim maintenance     #  4       Some flying sim to the simulator limit perceived    #  3       Recovery targets can have unintended consequences    23
    24. 
            
            
            
  24. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    #  7       Some are trying to do too much in the first pass    #  6       Still have variations in OEM recovery techniques    #  5       Taking a wait-and-see approach to sim maintenance     #  4       Some flying sim to the simulator limit perceived    #  3       Recovery targets can have unintended consequences    #  2       Some not mixing it up with VMC/IMC or day/night    24
    25. 
            
            
            
  25. Summary of lessons learned in 2018 #10       Have stall warning sync issues in some types    #  9       Seeing good and bad bounce landing scenarios    #  8       Push buttons still have their pros and cons    #  7       Some are trying to do too much in the first pass    #  6       Still have variations in OEM recovery techniques    #  5       Taking a wait-and-see approach to sim maintenance     #  4       Some flying sim to the simulator limit perceived    #  3       Recovery targets can have unintended consequences    #  2       Some not mixing it up with VMC/IMC or day/night    #  1       The simulator is where we get everyone   s attention    25
    26. 
            
            
            
  26. Summary of lessons learned in 2018 #  0       Some not respecting sim envelope limits    26
    27. 
            
            
            
  27. Summary of lessons learned in 2018 #  0       Some not respecting sim envelope limits    # -1       Airbus motion-off recommendations does not meet reg, 27
    28. 
            
            
            
  28. Summary of lessons learned in 2018 #  0       Some not respecting sim envelope limits    # -1       Airbus motion-off recommendations does not meet reg, # -2       Still seeing occasional use of pedals    28
    29. 
            
            
            
  29. Summary of lessons learned in 2018 #  0       Some not respecting sim envelope limits    # -1       Airbus motion-off recommendations does not meet reg, # -2       Still seeing occasional use of pedals    # -3       Recognize/confirm is often a forgotten first step    29
    30. 
            
            
            
  30. Summary of lessons learned in 2018 #  0       Some not respecting sim envelope limits    # -1       Airbus motion-off recommendations does not meet reg, # -2       Still seeing occasional use of pedals    # -3       Recognize/confirm is often a forgotten first step    # -4       You should experience any force-feel changes    30
    31. 
            
            
            
  31. Summary of lessons learned in 2018 #  0       Some not respecting sim envelope limits    # -1       Airbus motion-off recommendations does not meet reg, # -2       Still seeing occasional use of pedals    # -3       Recognize/confirm is often a forgotten first step    # -4       You should experience any force-feel changes    # -5       The community is short on good surprise scenarios     31
    32. 
            
            
            
  32. Summary of lessons learned in 2018 #  0       Some not respecting sim envelope limits    # -1       Airbus motion-off recommendations does not meet reg, # -2       Still seeing occasional use of pedals    # -3       Recognize/confirm is often a forgotten first step    # -4       You should experience any force-feel changes    # -5       The community is short on good surprise scenarios     # -6       Seeing too much push too often    32
    33. 
            
            
            
  33. What have we learned in the last year? 33
    34. 
            
            
            
  34. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors 34
    35. 
            
            
            
  35. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft 35
    36. 
            
            
            
  36. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge 36
    37. 
            
            
            
  37. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not 37
    38. 
            
            
            
  38. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts 38
    39. 
            
            
            
  39. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall 39
    40. 
            
            
            
  40. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall #17     Several V-n diagram rabbit holes 40
    41. 
            
            
            
  41. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall #17     Several V-n diagram rabbit holes #16     Simulators, right now, not good at teaching somatogravic illusion 41
    42. 
            
            
            
  42. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall #17     Several V-n diagram rabbit holes #16     Simulators, right now, not good at teaching somatogravic illusion #15    Airbus    automated stall entry    - a starting point, but not an ending point 42
    43. 
            
            
            
  43. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall #17     Several V-n diagram rabbit holes #16     Simulators, right now, not good at teaching somatogravic illusion #15    Airbus    automated stall entry    - a starting point, but not an ending point #14     One operator starting, not ending, full-stall training with shaker de-activated 43
    44. 
            
            
            
  44. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall #17     Several V-n diagram rabbit holes #16     Simulators, right now, not good at teaching somatogravic illusion #15    Airbus    automated stall entry    - a starting point, but not an ending point #14     One operator starting, not ending, full-stall training with shaker de-activated #13     For tailwind scenarios, it is all about timing on determining correct responses 44
    45. 
            
            
            
  45. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall #17     Several V-n diagram rabbit holes #16     Simulators, right now, not good at teaching somatogravic illusion #15    Airbus    automated stall entry    - a starting point, but not an ending point #14     One operator starting, not ending, full-stall training with shaker de-activated #13     For tailwind scenarios, it is all about timing on determining correct responses #12     Some relying on FSB report for UPRT decisions 45
    46. 
            
            
            
  46. Lessons learned in the last year #23    Still have    untrained UPRT    FAA inspectors #22     Had challenges with operators flying less-common aircraft #21     Wikipedia does not have a monopoly on knowledge #20     ICAO has changed the definition of an upset;  the FAA has not #19     Not UPRT, but challenges arose on incorporating crosswind with gusts #18     Not a requirement for trainee to identify when to recover from full stall #17     Several V-n diagram rabbit holes #16     Simulators, right now, not good at teaching somatogravic illusion #15    Airbus    automated stall entry    - a starting point, but not an ending point #14     One operator starting, not ending, full-stall training with shaker de-activated #13     For tailwind scenarios, it is all about timing on determining correct responses #12     Some relying on FSB report for UPRT decisions #11     Struggles with defining proficiency, namely in    return to desired flightpath    46
    47. 
            
            
            
  47. Lessons learned in the last year # 10     Some not doing full stall training in all flight control modes 47
    48. 
            
            
            
  48. Lessons learned in the last year # 10     Some not doing full stall training in all flight control modes #  9     Many questions on best way to reduce pitch 48
    49. 
            
            
            
  49. Lessons learned in the last year # 10     Some not doing full stall training in all flight control modes #  9     Many questions on best way to reduce pitch #  8     Changed target speeds for slow flight in AC 120-111 (from Vref to Vmd) 49
    50. 
            
            
            
  50. Lessons learned in the last year # 10     Some not doing full stall training in all flight control modes #  9     Many questions on best way to reduce pitch #  8     Changed target speeds for slow flight in AC 120-111 (from Vref to Vmd) #  7     How can I find out the minimum drag speed? 50
    51. 
            
            
            
							

							

					

					
					
					

						
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