PRIVATE PILOT

LICENSE – BRIEFING
Stalling
Exercise 10B
By- Shifatur Rahman / 027 500 2988
 To be covered as part of Curriculum – Stalling/10B

DEFINITION OF STALLING: •Objectives;

•Angle of Attack;
•The Effectiveness of the Controls at the Stall;
Stalling is a condition of flight which occurs when the •Factors Affecting the Stalling Speed –
angle between the wing and the relative airflow exceeds •The Effects of Unbalance at the Stall;
the critical angle of attack, causing the airflow over the •The Symptoms of the Stall;
surfaces of the wing to break away resulting in a loss of lift, •Stall Recognition & Recovery;
loss of altitude and a pitching moment. •Stalling & Recovery –
•With Power On
An aircraft could stall at any airspeed, any attitude, •Airmanship;
•Common Errors.
any power setting, any configuration and at any
weight or loading.
Angle of Attack
Stalling occurs whenever the critical angle of attack is
exceeded, irrespective of airspeed. The only way to
recover is to decrease the angle of attack ( ie, relax back
pressure or more control column forward ).
The pilot can increase angle of attack ( and reduce
airspeed by pulling the control column back. This
happens in many manoeuvres such as :
- Establishing slow flight
- Turning ( especially steep turns )
- Pulling out of a dive
- Landing
Angle of Attack - Continued

Increasing the angle of attack will cause the

transition point, centre of pressure and the
transition point to move forward.

Until the separation point is right at the leading

edge of the wing. this causes all the airflow to
separate from the top surface of the wing. When
this happens the wing is said to be stalled. It
usually occur between 14 and 15 angle of attack.
Factors Affecting Stalling Speed ( Weight,
Configuration of a/c, Power/Slipstream, Wing Design,
Ice )

Weight: If the weight of an aircraft is increased it
will stall at a higher airspeed.
We can explain this be looking at the lift formula.
When the weight is increased lift must also be
increased to maintain straight and level flight. But
the stalling angle of attack is fixed thus it will not
help to further increase the angle of attack.
The only variable remaining is velocity. Therefore,
increased weight needs increased lift resulting
in a higher speed.
Also, Stall Speed increases with Load Factor, for
a given weight.
Factors Affecting Stalling Speed

Manoeuvres: If you where flying at 100knots and Configuration: How would flaps effect the stalling
you pulled the control column all the way back. The speed?
aircraft would surly exceed its critical angle of attack and Flaps increase the value of maximum CL.
stall even at a 100knots. Such a stall is called a high
speed stall or an accelerated stall. Now looking at the lift formula you can see that by
increasing the CL you will have to decrease the speed to
Remember, You can stall at any speed, generate the same amount of lift to maintain straight
configuration, attitude, weight or power setting as long and level flight.
as the critical angle of attack is exceeded.
Flaps increases lift there fore it will decrease the
stalling speed
With the application of flap the down wash alters
the relative air flow in such a manner that the angle of
attack is decreased.
Factors Affecting Stalling Speed

Power and Slipstream: We will also practise stalls

with a little bit of power on. This will result in the
aircraft stalling at a slightly lower airspeed and
with the nose at a higher attitude than with power
off.

With Power On, the slipstream adds kinetic energy

of motion to the airflow. The separation of the
airflow from the upper surface of the wing is
delayed, so that the stall occurs at a lower
indicated airspeed.
Factors Affecting Stalling Speed
Ice - Ice makes the wing surface rougher which in
turn makes the boundary layer thicker. Because of
the thicker boundary layer the airflow will be more
sensitive to be come turbulent and break away
from the surface.

This causes the separation point to move forward

causing the wing to stall at a smaller angle of
attack and therefor at a higher speed.

In other words, presence of Ice, Frost, Insects or

any other contamination will mean airflow could
become turbulent at a lesser angle of attack than
normal. Stalling will then occur sooner and at a
higher airspeed.
The Effects of Unbalance at the
Stall
- Usually relevant to Low – Wing aircrafts
with Dihedral.
- The usual characteristics of both wings
having different AoA during a Skid/Slip. This
results in one wing stalling before the other.
 Symptoms of Stall
 Approaching the stall: (slow deceleration stall)
- Firstly you will have a high nose attitude.
- The speed will decrease - most important
Indication.
- You will have to increase the angle of attack to
maintain straight and level flight
- Controls will be come sloppy.

Close to the stall you will hear the stall warning and feel a
buffet on the controls.
- The Center of Pressure moves forward when
approaching the stall.
Stall Recognition and Recovery

During The Stall:

- You will have a sinking feeling.
- The nose will pitch downward.

Let’s have a look at the forces and couples effecting the

aircraft at the stall to explain the nose down pitching
moment.
Now at the stall the lift from the top surface is lost
completely and the lift from the bottom surface is left
which acts more or less through the middle of the wing.
So at the stall the lift force decreases drastically and the
centre of pressure moves aft rapidly. Now the weight
force becomes dominant in the lift – weight couple thus
the arm is longer causing a nose down pitching moment.
Stall Recognition and Recovery -
Continued
Stall Recovery –

-We must as soon as possible decrease the angle of

attack. This is very important because exceeding the
critical angle of attack is the cause of a stall. This is
accomplished by lowering the nose of the aircraft.

- Adding power, although not critical to the recovery, will

minimise altitude lose. Be careful of the strong yawing
and rolling forces when applying full power at low
speeds.

So the Recovery Procedure will be as follow:

-Lower the nose with elevator
-Simultaneously take full power
-Keep flying straight with wings level with the
use of rudder
-Once best rate of climb speed is reached, climb
away at that speed.
Stall With Power
Power-on stalls (also known as departure stalls)
are practiced to simulate takeoff and climb-out
conditions and configuration.
Many stall/spin accidents have occurred during
these phases of flight, particularly during go-
arounds.
A causal factor in such accidents has been the
pilot’s failure to maintain positive control due to a
nose-high trim setting or premature flap
retraction, and during short field takeoffs has also
been a causal accident factor.
- You're trimmed for a speed slower than Vy
- Retracting flaps causes your plane to pitch up
- there are often times distractions inside and outside the
cockpit.
When you combine all three, it creates a situation
that could get you close to a power-on stall before
you even realize what's happened.
A Power-On stall may be more definite and
accompanied by a wing drop.
Airmanship
HASELL checks prior to stalling practice.
H Height - Recovery complete at min 2000' AGL.
A Airframe - U/C and flap position.
S Security - Harness tight, seats locked, gyros caged, loose
articles stowed.
E Engine - Temperatures and pressures. Pitch and mixture
set for climb power.
L Location
L Lookout - as below.
INSPECTION TURN: Minimum of 30 degree bank angle for
270 degrees, then steepen turn to stay in inspected area.
Check for: Other aircraft Sufficient separation from cloud.
Good position relative to the sun.
LOOKOUT/LOCATION: In relation to ground position to
ensure you are:  In the General Flying Area.  Not over a
built-up area.  Not over high ground.  Not over rough
terrain.  Not over large expanses of water.  Not over
airfield or in an air corridor.  Have chosen a possible forced
landing field.  That you remain in the area inspected.
ENGINE CONSIDERATIONS
1. THROTTLE-USE SMALL SLOW MOVEMENTS
INITIALLY.
2. 2. OVER BOOST / OVER-REV TAKE CARE.
3. 3. USE OF CARB HEAT.
4. 4. USE OF MIXTURE.
Common Errors

a. Not keeping the aircraft in balance when closing c. Moving the control column/wheel too far
the throttle during the entry to the stall. forward during stall recoveries resulting in
excessive height loss. In all recoveries it needs
b. Not continuing to lookout during the stall entry only to be moved forward sufficiently to stop the
and recovery – indeed recovery is easier if the eyes stall warner / buffet
are out of the cockpit. There is a tendency to fixate
on the ASI and altimeter during the entry, this
fixation continues into the recovery..
Thank you very much for participating 