In all it's 50 years of service, basically there are only two kinds of pilots that have ever actually stalled a 737 in flight.
a) Boeing test pilots
b) Airline pilots who left a big hole in the ground
There might possibly be a very
small group of others who survived such a rare encounter, easily identified by their ash-white complexion, grey hairs, and tell-tale nervous twitch.
The excellent safety record of the 737 is made up of all those pilots who reacted quickly enough to prevent a stall from happening in the first place
I realize you're being facetious but many other pilots have stalled 737's over the years.
Yes, I most certainly exaggerated the point in order to emphasize the last sentence about prevention. I'm grateful that you took it in good humor, and also for providing much appreciated additional clarification.
The 737NG stall characteristics you're maligning don't seem to have put it at a significant disadvantage compared to an airplane that can't be stalled in normal operation.
True, but that isn't how the FAA see it. For them, stall characteristics are a key element, and hence MCAS!
In normal operations, stalls are avoided. Of the safety records you referred to, how many incidents involved a stall at any point?
737NG: 0.17 per million departures
A320 Family: 0.21 per million departures
And behind that data? Statistics are wonderful things but....
In the case of the A320, the data you show equates to 35 documented hull-losses.
I was able to positively identify 27 of these in order to attribute a cause. With more time I could probably identify the remaining eight too.
One was at an airshow, 3 were incidents that happened on the ground, 3 were terrorism, 1 was pilot suicide
There were 5 CFIT (one due to a pilot ignoring pull up 21 times, another due to no GPWS fitted, two were TOGA/pilot error)
There were five runway over-runs, and six runway undershoots (often due to windshear)
I don't see stalling as being a factor in any of the above.
And finally we come to potential stall situations - just two. TWO !
AirAsia QZ8501 - non-critical rudder malfunction, pilot error, STALL, splashdown.
And I've saved the best until last;
GXL888T, a test flight with 3 pilots, 3 engineers, and a member of NZ CAA.
During flight testing (with frozen / damaged AoA sensors), they STALLED the a/c whilst exploring low speed handling.
They were too low, too slow, and too late.
So ¼ of the stats are barely relevant to aircraft type.
Nearly half occurred on or near the runway.
And just two referenced an actual stall condition.
Unless you want to include "stalling" after a windshear incident on final approach, stalling just doesn't feature significantly in the numbers you or the previous poster quoted. From that, one could argue that stalling characteristics are not relevant for airline operations; but as I said earlier, that is something you can argue with the FAA.
Oh, and I nearly forgot Sully landing in the Hudson River.
But adding him in with all the other dubious incidents gives 0.21 incidents per million and makes it "worse" than the 0.17 for the 737NG(¹)
Don't you just love statistics?
I think they're great, but they do require sensible interpretation.
(¹) Do I need to add that the "0.17" for the NG also includes plenty of dubious occurrences? Hopefully not, but this is a.net....
Nothing to see here; move along please.