Narrative:

Leg from phx to slc inbound slc, ATC asked for a right 360 degree for spacing purposes. Captain (flying) turned right. I, flight engineer, was in the midst of copying ATIS, glanced at airspeed and asked how slow we intended to get in the turn, 250 KIAS was our speed. Captain advanced power levers. I went back to my ATIS information. A min or so later, the first officer said, 'hey I think that's buffet.' I'm not sure if 100% maximum power was added, it wasn't called for. The aircraft lost aileron effectiveness, the captain disengaged our autoplt and attempted to recover the jet. The first officer declared an emergency as we were descending. I turned on the seat belt sign and scanned our instruments. At about 165000 pounds, our speed bled to 160 KIAS, nose slightly above horizon, approximately 40 degree angle of bank and ivsi (vertical speed indicator) pegged down at 6000 FPM. I warned that we were leaving altitude right after buffet, but it seemed that an inadequate recovery attempt was made. We leveled at 26000 ft MSL. Center asked the nature of our problem, and the first officer blamed it on turbulence, clearly misstating the problem. The flight continued without event. Cause: captain's scan pattern was extremely deficient. This led to a larger problem which was improper high altitude recovery procedures for stalls. Recommendations: if possible, place more emphasis on unusual attitude and stall recovery training during recurrent. Specifically, retrain this captain in this flight realm. Additional comments: I honestly believe this was an isolated case as it is the only unintentional stall I have ever encountered in my 12 yrs of flying experience.

Google
 

Original NASA ASRS Text

Title: SO RPT ON LOSS OF ACFT CTL DURING PIC'S ACFT MANEUVERS.

Narrative: LEG FROM PHX TO SLC INBOUND SLC, ATC ASKED FOR A R 360 DEG FOR SPACING PURPOSES. CAPT (FLYING) TURNED R. I, FE, WAS IN THE MIDST OF COPYING ATIS, GLANCED AT AIRSPD AND ASKED HOW SLOW WE INTENDED TO GET IN THE TURN, 250 KIAS WAS OUR SPD. CAPT ADVANCED PWR LEVERS. I WENT BACK TO MY ATIS INFO. A MIN OR SO LATER, THE FO SAID, 'HEY I THINK THAT'S BUFFET.' I'M NOT SURE IF 100% MAX PWR WAS ADDED, IT WASN'T CALLED FOR. THE ACFT LOST AILERON EFFECTIVENESS, THE CAPT DISENGAGED OUR AUTOPLT AND ATTEMPTED TO RECOVER THE JET. THE FO DECLARED AN EMER AS WE WERE DSNDING. I TURNED ON THE SEAT BELT SIGN AND SCANNED OUR INSTS. AT ABOUT 165000 LBS, OUR SPD BLED TO 160 KIAS, NOSE SLIGHTLY ABOVE HORIZON, APPROX 40 DEG ANGLE OF BANK AND IVSI (VERT SPD INDICATOR) PEGGED DOWN AT 6000 FPM. I WARNED THAT WE WERE LEAVING ALT RIGHT AFTER BUFFET, BUT IT SEEMED THAT AN INADEQUATE RECOVERY ATTEMPT WAS MADE. WE LEVELED AT 26000 FT MSL. CTR ASKED THE NATURE OF OUR PROB, AND THE FO BLAMED IT ON TURB, CLEARLY MISSTATING THE PROB. THE FLT CONTINUED WITHOUT EVENT. CAUSE: CAPT'S SCAN PATTERN WAS EXTREMELY DEFICIENT. THIS LED TO A LARGER PROB WHICH WAS IMPROPER HIGH ALT RECOVERY PROCS FOR STALLS. RECOMMENDATIONS: IF POSSIBLE, PLACE MORE EMPHASIS ON UNUSUAL ATTITUDE AND STALL RECOVERY TRAINING DURING RECURRENT. SPECIFICALLY, RETRAIN THIS CAPT IN THIS FLT REALM. ADDITIONAL COMMENTS: I HONESTLY BELIEVE THIS WAS AN ISOLATED CASE AS IT IS THE ONLY UNINTENTIONAL STALL I HAVE EVER ENCOUNTERED IN MY 12 YRS OF FLYING EXPERIENCE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.