Principles of flight
Stall
Content
1. Introduction
2. Causes of stall
3. Stalling speed
4. Effects of wing planform on stall
5. Use of ailerons during stall
Content
6. Geomitrical adjustments for stall
7. Stall warning systems
8. Deep stall
Introduction
Introduction
Stall comes generally with a loss of altitude. It is
therefore dangerous during Take Off and landing.
ATPL – 081
Causes of Stall
Causes of stall
As AOA increases, CL increases, and the transition and
seperation points move foreward to the leading edge.
At a specific AOA (around 16°), the airflow is no longer
liminar. It causes turbulent wake.
ATPL –081
Causes of stall
There is a drastic reduction of lift and there is a loss of
altitude.
ATPL –081
Causes of stall
ATPL –081
Stalling Speed
Stalling Speed
Stalling speed (minimum flight speed) is reached
when CL is maximum L
Lmax
ATPL –081
Stalling Speed
In aviation, there are 2 types of certifications:
- CS23:
VS0 = stalling speed in apporoach configuration
VS1 = stalling speed in clean configuration
- CS25:
VSR = reference stalling speed
VS1g = stalling speed at 1g ATPL –081
Stalling Speed
Effects of weight :
ATPL –081
Stalling Speed
Effects of weight :
ATPL –081
Stalling Speed
Exercise:
The stalling speed of an aircraft with a weight of 5700
kg is 80 kts.
What is the new stalling speed with a weight of 6300
kg?
ATPL –081
Stalling Speed
Exercise:
New stalling speed = 84 kts
ATPL –081
Stalling Speed
Effects of the position of the center of gravity:
Lz
wings
G lz
δ stabalizer
1 δ
2
Pitch down moment compensated by the
stabalizer
Equilibrium of moments : δ1× Lz =
δ2 × l z
Equilibrium of forces : Lz = mg
+ lz
Stalling Speed
Effects of the position of the center of gravity:
If CG moves aft, Lz
wings
Pitch down
moment
G lz
stabalizer
CG more aftward:
less tail load on
stabalizer
less apparent weight
⇒ smaller stalling
speed
Stalling Speed
Effects of power:
According to CS25 certification stalling speed is
determined with no power applied.
ATPL –081
Stalling Speed
Effects of power:
No power
With power
ATPL –081
Stalling Speed
Effects of power:
With power, less lift is required. Therefore, the stalling
speed is smaller.
ATPL –081
Stalling Speed
Effects of power:
On propeller aircrafts, when power is applied, the
resultant slipstream behind the propeller provides
more kinetic energy to the airflow.
Stalling speed is smaller
ATPL –081
Stalling Speed
Effects of wing loading:
this is the measure of the total aircraft weight,
supported per unit area of the wing. A higher wing
loading will increase weight and therefore inscrease
stalling speed.
ATPL –081
Stalling Speed
Effects of sweptback wings:
sweptback wings will have grater stalling speeds as
the relative airflow will have a smaller velocity
towards the leading edge.
ATPL –081
Stalling Speed
Effects of altitude:
At high altitudes, air compressibility will change the
airflow around the airfoil. This will increase the stalling
speed.low speed
airflow
high speed
airflow
ATPL –081
Stalling Speed
Effects of load factor
Load factor ‘n’ is the ratio between lift and weight.
ATPL –081
Stalling Speed
Effects of load factor:
during a level turn:
ATPL –081
Effects of wing
planform on stall
Effects of wing planform on stall
Elliptical wing:
all sections of the wing reach stall at the same angle
of attack.
ATPL –081
Effects of wing planform on stall
Rectangular wing:
stall comences at the wing root. The center of
pressure will move aftward, creating a « natural »
pitching down moment.
ATPL –081
Effects of wing planform on stall
Tapered wing:
stall comences at the wing tip. The center of pressure
will move aftward, creating a « natural » pitching
down moment.
ATPL –081
Effects of wing planform on stall
Sweptback wing:
stall comences at the wing tip. The center of pressure
will move forward, creating a pitching up moment
which can lead to deep stall.
ATPL –081
Effects of wing planform on stall
ATPL –081
Effects of wing planform on stall
ATPL –081
Use of ailerons during
stall
Use of ailerons during stall
At low speeds, ailerons need a greater deflection in
order to be efficient. Generally the AOA on both wings
are not equal during stall. One wing may stall before
the other.
ATPL –081
Use of ailerons during stall
However, the use of ailerons will increase AOA and
therefore, the stall. In that case, it is necessary to use
the rudder
ATPL –081
Geometrical
adjustments for stall
Geometrical adjustments for stall
Washout:
the wing is constructed with a geomitrical twist so that
the AOA at the tip is smaller than at the root
ATPL –081
Geometrical adjustments for stall
Leading Edge Slot:
enables to re energize the boundary layer.
ATPL –081
Geometrical adjustments for stall
Vortex generator:
enables to re energize the boundary layer.
ATPL –081
Geometrical adjustments for stall
Wing fences:
restricts the outward flow of the boundary layer and
delays wing tip stall.
ATPL –081
Geometrical adjustments for stall
Sawtooth leading edge:
creats an aerodynamical barrier delaying wing tip
stall.
ATPL –081
Geometrical adjustments for stall
stall strip:
insures that the wing root stalls first
ATPL –081
Stall Warning Systems
Stall warning systems
After determining the different stalling speeds, it is
necessary to create an alarm which will alert the crew
before stall.
For CS 25 aircraft, this alarm must warn the crew at a
speed about 5% or 5kts above stalling speed (the
greatest value between both).
For CS 23 aircraft, it is 5 kts above stalling speed.
ATPL –081
Stall warning systems
Flapper switch:
ATPL –081
Stall warning systems
Flapper switch:
ATPL –081
Stall warning systems
Angle of attack measuring probes:
normally installed on the nose area on both sides of
the aircraft.
ATPL –081
Stall warning systems
Angle of attack measuring probes:
ATPL –081
Stall warning systems
Angle of attack measuring probes:
ATPL –081
Deep Stall (super stall)
Deep Stall
ATPL –081
Deep Stall
ATPL –081
Spin
Spin
ATPL –081
Spin
ATPL –081
Spin
ATPL –081
