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POF-11 Stalling 1

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23 views55 pages

POF-11 Stalling 1

Uploaded by

martin
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A-POF-11

Stalling 1
BRIEFING
SAFETY TIME
P Perception
Percieving the status, atributes, and dynamics
of relevant elements in the environment.
(Airspeed, position, altitude, route, weather,
ATC, etc)

Comprehension
C Comprehension of the situation and
understanding the significance of the elements
in light of the pilot´s goals.

Projection
P Projection of future actions of the elements in

BRIEFING the environment. Achieved through


knowledge of the status and dynamics of the

SITUATIONAL
elements.

AWARENESS
Decision making
D Cognitive process of selecting a course of
action from among multiple alternatives.
Select, Assess, Check SOPs.

Slide /3
General Objectives:

Optimize Flight Safety

Improve Situational
awareness

BRIEFING
Improve decision making
skills

Slide /4
SKILLS:

BRIEFING ATTITUDES:
SPECIFIC
OBJECTIVES

Slide /5
Knowledge Objectives:

•01 • Lift and Drag at the Stall

•02 • Straight Wing Stall

•03 • Swept Wing Stall

BRIEFING •04 • Deep Stall


SPECIFIC
OBJECTIVES •05 • The Approaching Stall and Its Cause
The Approaching Stall

Reducing airspeed requires increasing CL to maintain


level.
As speed reduces alpha must increase.
•The Approaching Stall

Body Level One


Body Level Two
• Stall at low height, leaving insufficient height to recover.
Impact with terrain.
•CFD Visualisation: Flow Separation at The Stall
Conditions on the Upper Surface

Increasing adverse pressure gradient.


Forward movement of the separation point.
Adverse Pressure Gradient

Greatest when the pressure difference across the upper


surface is large and the distance is short.
The distance is measured from the point of lowest pressure
to the trailing edge.
For low-speed, subsonic flows.
Approximately constant for a wing of a given planform.
So the key influencing factor is the amount of pressure
change caused by the angle of attack.
• Movement of The Separation Point
• Movement of The Separation Point
• The Cause of Control Buffeting
• The Changing Total Reaction
In Level Flight With Reducing Air Speed

The lift remains constant.


Total drag increases, due to the increase in induced
drag.
The centre of pressure moves forward (on a straight
wing).
After The Stall

The lift reduces substantially.


The total drag is much greater, due to the large increase
in form drag.
The centre of pressure (for a straight, cambered wing)
has moved aft.
• The Developing Stall
Straight Wing Stall:

Is what you’ll encounter during initial flight training.


Produces very obvious and distinct symptoms.
Is very unlike the swept wing stall associated with a
modern jet airliner!
Straight Wing Stall Behaviour

The aircraft’s nose drops.


The aircraft is unable to maintain level flight and loses
altitude rapidly.
A wing may drop if one wing stalls before the other.
Wing Drop at The Stall

Cannot be corrected with aileron or rudder.


Is usually made worse by aileron and rudder inputs.
Pre-Stall and Stall Recovery

There is only one solution to any stall:

Reduce the angle of attack!


• Making an aileron input at, or beyond the critical angle,
resulting in sudden departure from controlled flight (rapid,
uncontrollable roll).
• The Critical Angle
The Critical Angle

The stalling angle or critical angle is the highest


achievable angle of attack before the wing stalls.
It is not the point of stall!
The wing is producing maximum lift at the stalling (or
critical) angle.
• The Critical Angle
The Critical Angle

An aerofoil section of a given design always stalls at the


same angle of attack*.
The critical angle differs between different wing
designs.
The critical angle differs span wise along the same wing.
• The Effective Air Flow
• Critical Angle: Effect of Aspect Ratio
• Critical Angle: Effect of Aspect Ratio
•Critical Angle: Low Aspect Ratio Wings
• Critical Angle: Effect of Downwash
•Stall Behaviour on a Rectangular Wing
Root Stall on a Rectangular Wing

Desirable because:
The root is directly in front of the tail section. The
turbulent creates natural warning buffet.
The reduced downwash and downforce on the tailplane
increase the pitch-down moment at the stall.
The ailerons initially are in un-stalled flow.
Wing drop is less pronounced.
Wing Drop at The Stall

One wing stalls just before the other. Possible reasons:


Slight manufacturing differences between each wing.
Small lateral imbalances in lift production.
Loss of lift close to the root produces a smaller rolling
moment than loss of lift further outboard.
The rectangular wing is a very safe design for training
aircraft.
Stall Behaviour on an Elliptical Wing

Sudden.
Ailerons quickly ineffective.
Large roll rates.
• Stall Behaviour on a Tapered Wing
• Stall Behaviour on a Swept Wing
• Summary of Planform Effects
Summary ofDownwash
•Wing
Planform Stalling
Least at: Characteristics
Effective AoA Greatest
at:
Local C
Greatest at:
L Stalls
First at:

Rectangular Root Root Root Root

Highly tapered or swept Tip Tip Tip Tip

Simultaneously along the


Elliptical Equal downwash Equal AOA Equal local CL
span

Moderate taper Mid wing Mid wing Mid wing Mid wing
Swept Wing Stall:

Is what happens on many CAT jet aircraft.


Is very unlike the stalls you see and practise in training.
May be insidious.
• Learned behaviours during training on light, straight-wing
aircraft leading to failure to recognise the swept wing
stall.
Swept Wing Stall

On some types there may be little or no additional buffet to warn of the excessive
angle of attack.
The only natural sign may be a high rate of descent.
There may be a lack of pitch authority.
The wing tip stalls first, which causes wing drop (uncommanded roll) if one tip
stalls before the other.
The swept wing aircraft may pitch nose-up at the stall because the wing’s CP moves
forwards - reducing the nose-down moment.
Or, little noticeable pitch change at the stall.
The increased downwash increases the tailplane downforce, adding to the pitch-up
and further increasing the effective angle of attack.
Control in the Stall

A stalled aircraft is not in controlled flight - even though


you may intermittently have some lateral control with
the ailerons.
CS 25: Stall Recognition Criteria

Large aeroplanes should be considered stalled if one or more of


the following phenomenon are present:
A nose-down pitch that cannot be readily arrested.
Buffeting of a magnitude and severity that is a strong and
effective deterrent to further speed reduction.
The pitch control reaches the aft stop and no further increase
in pitch attitude occurs when the control is held fully aft.
Deterrence Buffet

Vertical accelerations of 0.5 g or more.


Airbus measure these vertical accelerations at the
pilots’ seats.
The stall is considered to have been reached at the
point of onset of deterrence buffet.
Airbus don't explore the flight envelope beyond this
limit.
• Attention tunnelling and startle reflex can degrade your
ability to detect stimuli, including audio warnings and
deterrence buffet.
• The Deep Stall
The Deep Stall

Aircraft with sweepback are susceptible to deep stall


(super stall).
The wake of the wing impinges on the tail surface and
makes it almost completely ineffective.
If the horizontal stabiliser has insufficient nose-down
authority to counter the pitch up, the aircraft will pitch
further into the stall.
• The Deep Stall: CFD Visualisation
End of Stalling Part 1

Further aspects of stalling are described in the next


lesson.
DEBRIEFING
SAFETY TIME
01 The definition of unit Hertz (hz) is:

CONSOLIDATION
QUESTIONS 02 Diffraction is the process by which:

BASIC RADIO
PROPAGATION
THEORY

Slide /54
03 When a transmitter is moving towards a receiver, the
correct description of Doppler Effect is:

CONSOLIDATION
QUESTIONS 04 SSb modulation is a technique where only one sideband
is transmitted. Ssb is used for:

BASIC RADIO
PROPAGATION
THEORY

Slide /55

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