All of you clowns commenting haven't even touched a jet much less one that still uses steam gauges. Let's see you do a stall recovery on a big monster like that.
I've flown the DC-10 for 2 years... The objective of the Stall Test is recognition and reaction. If that was during a sim exam you would have failed just to initiate the test at 1500 feet to begin with. Then you are not supposed to loose 1000 ft to get into the stall. The DC-10 uses Auto-Slat Extension to increase the wing-camber and during the recovery you are not supposed to loose altitude. But it does look scary :)
@@RealSaulGoodman78 didnt MD use the same alarma on all their aircraft? If that is right then the MD-80 may be your closest bet to finding a full MD alarm set
I've also flown the DC-10 for two years in my early career, and I recall the correct procedure at lower altitude was actually NOT to decrease the Pitch lower than +15 degrees above the horizon, hold it there, then push the Thrust levers up calling for the flight engineer to set Go-Around thrust and watch as the three GE CF6 Engines pull you out of the stall...
@@SirTheBacon no, If you hear the GPWS from United 232’s CVR The pull up sounds easily distinguishable from the 747 pull up warning, or it may just be a different variant of GPWS.
That trusty old "10" GPWS. Note (by reading the barometric altimeter) that it's still providing a clear and unmistakable audible warning, even after the aircraft has descended beneath the ocean waves, to a depth of around 800 feet.
the GPWS will allways advise to pull up as you are about to hit the ground.. because at that point pitching down can only kill you.. pitching up if you are in a stall will kill you too but maybe you might not be in a stall .. its a kind of final warning... akind to "CLIMB CLIMB"
EGPWS is designed to prevent controlled flight into terrain (e.g. in cloud flying towards a mountain). It’s not designed to tell you you’re about to crash in a stall. If you’re stalling, you know you’re gonna crash well before the EGPWS sounds.
In my experience, simulators never stall well. I did one a few years back where we tried to enter a deep stall. Speed dropped to 30kts and it started climbing.... Sims are there to stop you ENTERING the stall in the first place, because if you get into one in a large jet you're in real trouble.
Ive got many thousands of hours in personal flight sims and a few dozen in a few different professional sims and Ive never encountered any stall behaviour that broken, come to think of it the only time Ive seen any buggy behaviour is messing around in MFS
@@wills.5762 You obviously never worked for Cathay Pacific. 😂 But seriously though, I'm surprised you'd say it's anywhere near worthwhile. I always find the sim does odd things in the stall. Maybe not that bad, but negative training for sure.
@@SenorCrazylegs Not enough data to simulate post-stall effects in even the professional CAE sims, especially high altitude upsets. Swept-wing aircraft doesn't have good stall characteristics, it's easy for the aircraft to roll over, and also get into a secondary stall during recovery.
Translation: 0:01 "Now you're...." other dude says "soon at the gate." 0:10 "140 knots, raise up the nose". 0:16 "Now you get a stall warning." "No.. Stick Shaker." 0:22 Everyone is talking too garbled, I hear "stick shakerrrrrrrrrrrr" and "dead" maybe they were jesting.. 0:26 "Lets try (like that) that in.."
Because it's not an old 747 pull up alarm? Its just a type of GPWS that the old 747s happened to use. When it was a thing McDonnel Douglas didn't make their own GPWS and neither did boeing
