[Porsche-O-Phile]

+1 to everything that's been said here... Yes, the proper recovery from a stall (or imminent stall) is to lower angle of attack (nose down), increase power and use RUDDER to level the wings as appropriate. This has been drilled into my head since Day #1 of my flight training that began back in 1990.

I have flown commercially (and am actually trying to get back into it, since the architectural profession is dead and I've no intention of sitting around out of work waiting for it to fix itself while I have another skill set I can try to use to help myself out). I have no idea what the hell these two were up to in the cockpit. I can't speak to Colgan's procedures for dealing with icing but (as with stall procedures) the basic procedure that's drilled into one's head regarding icing is - "climb or descend immediately to get out of the freezing level, employ anti/de ice equipment as appropriate and if necessary, declare an emergency". I've had several flights in icing and it's never a comforting feeling and I've never taken it lightly (although I'm well aware first-hand that airplanes will TYPICALLY fly with some ice packed on them - depends on the particular airplane and its aerodynamic characteristics how well or how poorly it will though).

FWIW I interviewed for CoEx years ago and thought the hiring interview process was utterly dysfunctional (shortly afterwards, 9/11 happened so it didn't matter anyway), but their process in particular was more of a mind-f*ck than it was any sort of technical evaluation. I think the ASSumption was made that you were technically competent to even be sitting there, so they spent the interview futzing around with crap about whether or not it's appropriate to take off one's suit jacket when invited to in a formal interview setting or not (I wish I was making this up - I'm not). Some airlines have better reputations for this than others and for focusing on technical aptitude/competence versus personality and/or whatever other B.S. ritualized hazing crap they're screening for. Suffice it to say that the airline hiring process runs the gamit from very good to deeply dysfunctional. I'm sure I'll run into this again as I get back into commercial aviation - something I'm not looking forward to.

One parting thought: The role of a First Officer is to check the Captain and ultimately to keep him/her honest with respect to their flying, procedures and command. The role of the Captain (to be perfectly frank) is to serve as the scapegoat for the company in the event of an incident or problem - it is NOT to fly the airplane (computers do that now). The sort of commercial flying I did (as a cargo rat) was the envy of a lot of the "jet jockeys" that I'd flown with in the past who were flying with regionals, since I actually hand-flew all my routes, often single-pilot IFR in large propeller-driven aircraft (PA31, Be99, Be1900, Metro, etc.) It was "real" flying and I'm grateful for it - to echo what's been said above, I am NOT particularly thrilled with the rapidity with which computers and electronics have replaced good common sense skills, sound decision-making and old-fashioned stick-and-rudder ability. Maybe this will change but I doubt it - there's an old aphorism in aviation about "the airplane of the future" having a computer, a pilot and a dog. The computer will be there to fly the plane and the dog is there to bite the pilot if he tries to do anything. With a lot of "modern" aircraft, this isn't all that far from the truth.

I have far more respect for anyone who has REAL hard-IFR, hand-flying ability than I do someone with a lot of "fluff" hours in their logbook that are basically sitting there watching a bunch of computer screens and watching a computer video game they happen to be sitting inside. But I'm old-fashioned like that.