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What is stall?
How a pilot should
react in front of
a stall situation
Lift is function of
1. Introduction • Speed
• Density
Angle of • Wing area
The worldwide air transport fleet • Angle of Attack
has recently encountered a number Attack
of stall events, which indicate that Relative wind
this phenomenon may not be prop-
erly understood and managed in
the aviation community. As a con- Cho
rd li
sequence, the main aircraft manu- ne
facturers have agreed together to The lift coefficient increases
amend their stall procedures and to as a function of the Angle of
reinforce the training. A working Attack (AoA) up to a value, called
group gathering Authorities and Maximum lift, where it starts to
aircraft manufacturers will publish decrease.
recommendations for harmonized
procedures and appropriate train-
ing. This article aims at reminding
the aerodynamic phenomenon as- Maximum
sociated to the stall, and the recent- Lift
ly published new procedures.
Lift
2. The lift
A wing generates a lift equal to
1/2ρSV²Cl.
3. The stall
phenomenum
The linear part of the curve corre- Beyond this point, the lift decreases
sponds to a steady airflow around as the flow is separated from the wing
the wing. profile. The wing is stalled.
separated
flow
CI CI
Not stalled Stalled Not stalled Stalled
Maximum Maximum
lift lift
Lift Lift
When the AoA reaches the value of On this picture (extracted from a
the maximum Cl, the airflow starts video footage), the erratic positions of
to separate. the flow cones on this A380 wing
during a stall test show that the flow is
separated.
stall point, maximum lift
separated point
CI
Not stalled Stalled
Maximum
lift
Lift
Critical Angle
of Attack
Knowing what the SW is, there is For those reasons, when in ALTER- many cases (this will be developed
no reason to overreact to its trigger- NATE or DIRECT LAW, it is rec- in the following chapter).
ing. It is absolutely essential for the ommended to fly at a cruise flight In addition, it is to be noticed that,
pilots to know that the onset of the level lower than the maximum rec- at high altitude, the effect of the
aural Stall Warning does not mean ommended. A 4,000 ft margin is to thrust increase on the speed rise is
that the aircraft is stalling, that be considered. Then, for the same very slow, so that the phenomenom
there is no reason to be scared, and cruise Mach number, the IAS will described above for the clean con-
that just a gentle and smooth reac- be higher, the AoA will be lower, figuration is exacerbated.
tion is needed. and therefore the AoA margin
towards AoA SW will be signifi- Obviously, such a procedure leads
The value of the AoA SW depends to potentially unrecoverable situ-
on the Mach number. At high Mach cantly increased.
ations if it is applied once the air-
number, the AoA SW is set at a In addition, as in RVSM space the craft has reached the aerodynamic
value such that the warning occurs use of the AP is mandatory, any stall (see next chapter).
just before encountering the pitch failures leading to the loss of the
up effect and the buffeting. AP mandates to descend below the Even if the traditional procedure
RVSM vertical limit. can work in certain conditions if
If the anemometric information the pilot reacts immediately to the
used to set the AoA SW is erro- SW, or if he is not too adamant on
neous, the SW will not sound at
the proper AoA. In that case, as 8. Stall Warning keeping the altitude, the major is-
sue comes from the fact that once
mentioned above, the clue indicat- and stall the Stall Warning threshold has
ing the approach of the stall is the been crossed, it is difficult to know
strong buffeting. In the remainder The traditional approach to stall if the aircraft is still approaching to
of this document, for this situa- training consisted in a controlled stall or already stalled. Difference
tion, “SW” must be read as “strong deceleration to the Stall Warning, between an approach to stall and an
buffeting”. followed by a power recovery with
actual stall is not easy to determine,
minimum altitude loss.
even for specialists.
Experience shows that if the pilot
7. Margin to the is determined to maintain the alti-
Several accidents happened where
the “approach to stall” procedure
Stall Warning in tude, this procedure may lead to the
was applied when the aircraft was
cruise at high stall.
A practical exercise done in flight
actually stalled.
Mach number and in DIRECT LAW on an A340-600
For those reasons, the pilots should
react the same way for both “ap-
high altitude and well reproduced in the simula-
proach to stall” and “stall” situations.
tor consists in performing a low alti-
Typically, in cruise at high Mach tude level flight deceleration at idle
number and high altitude, at or
close to the maximum recom-
until the SW is triggered, and then to
push the THR levers to TOGA while
9. How to react
mended FL, there is a small mar- continuing to pull on the stick in or- What is paramount is to decrease
gin between the actual cruise AoA der to maintain the altitude. the AoA. This is obtained directly
and the AoA STALL. Hence, in The results of such a manoeuvre by decreasing the pitch order.
ALTERNATE or DIRECT LAW, are:
the margin with the AoA SW is The pitch control is a direct AoA
even smaller. q In clean configuration, even if command (fig. 3).
the pilot reacts immediately to the The AoA decrease may be obtained
The encounter of turbulence in- SW by commanding TOGA, when
duces quick variations of the AoA. indirectly by increasing the speed,
the thrust actually reaches TOGA but adding thrust in order to increase
As a consequence, when the air- (20 seconds later), the aircraft
craft is flying close to the maxi- the speed leads to an initial adverse
stalls. longitudinal effect, which trends to
mum recommended altitude, it is
not unlikely that turbulence might q In approach configuration, if the increase further the AoA (fig. 4).
induce temporary peaks of AoA pilot reacts immediately to the SW, It is important to know that if such
going beyond the value of the AoA the aircraft reaches AoA stall -2°. a thrust increase was applied when
SW leading to intermittent onsets q In approach configuration, if the the aircraft is already stalled, the
of aural SW. pilot reacts with a delay of 2 sec- longitudinal effect would bring the
Equally, in similar high FL cruise onds to the SW, the aircraft stalls. aircraft further into the stall, to a
conditions, in particular at turbulence This shows that increasing the situation possibly unrecoverable.
speed, if the pilot makes significant thrust at the SW in order to increase Conversely, the first effect of re-
longitudinal inputs, it is not unlikely the speed and hence to decrease the ducing the thrust is to reduce the
that it reaches the AoA SW value. AOA is not the proper reaction in AoA (fig. 5).
Relati
ve airf
low
Figure 4
Adding thrust
leads to an
increase in AoA
Relati
ve airf
crease low
Thrust in
Figure 5
Reducing thrust
leads to a
decrease in AoA
Relati
Thrust reduction ve airf
low
In summary:
10. Procedure
FIRST: The AoA MUST BE RE- to gently push on the stick so as to
DUCED. If anything, release the decrease the pitch attitude by about As an answer to the stall situation,
back pressure on stick or column two or three degrees in order to de- a working group gathering the FAA
and apply a nose down pitch input crease the AoA below the AoA SW. and the main aircraft manufactur-
until out of stall (no longer have During manoeuvres, the reduction ers, including Airbus, ATR, Boeing,
stall indications). In certain cases, of the AoA is generally obtained Bombardier and Embraer, have es-
an action in the same direction on just by releasing the backpressure tablished a new generic procedure
the longitudinal trim may be need- on the stick; applying a progres- titled “Stall Warning or Aerody-
ed. Don’t forget that thrust has an sive forward stick inputs ensures a namic Stall Recovery Procedure”
adverse effect on AoA for aircraft quicker reduction of the AoA. applicable to all aircraft types.
with engines below the wings. If the SW situation occurs with This generic procedure will be pub-
SECOND: When the stall clues high thrust, in addition to the stick lished as an annex to the FAA AC 120.
have disappeared, increase the reaction, reducing the thrust may
This new procedure has been estab-
speed if needed. Progressively be necessary.
lished in the following spirit:
increase the thrust with care, due to
the thrust pitch effect. q One single procedure to cover
ALL stall conditions
In practice, in straight flight with-
out stick input, the first reaction q Get rid of TOGA as first action
when the SW is triggered should be q Focus on AoA reduction.
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