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In general, commercial airplanes don't just crash at low speeds. They are designed in such a way that they can even carry a speed of only 280 kilometers per hour. Lift is caused by the special shape of the wings. A wing moves the air downward and thus creates its own lift.
Airplane Stall
It works fine as long as the air flows cleanly to the back of the wing. A larger amount of air is created in the area of the rear wing, and thus a negative pressure that pulls the wing up.
Flow Stall Sensor On The Aircraft Wing. Stock Photo
But this only works if the air around the wing is at the right angle of attack. If the angle is too steep (greater than about 15 degrees), the wires on the trailing edge of the wing will separate from the surface of the wing. Eddy currents are created. This is already the first warning sign.
If the plane doesn't intervene, it gets worse. To reduce the angle of attack, the nose of the aircraft must be pushed. Thus, it avoids eddies and can provide lift. If this is not done and the aircraft becomes more airborne, a dangerous stall occurs starting from an angle of attack of 18-20 degrees. This means that the air above the entire wing begins to circulate.
The wing loses lift and with it all its functionality. The plane moves forward and passes through the drop. When an airplane is flying in a turn, the stall can only be on one wing. The plane then starts spinning and takes off like a stone. Only experienced pilots at high altitudes can regain control of such a downed aircraft.
Such situations almost always end in disaster, especially when climbing a mountain. Commercial airliners often suffer accidents during this phase of the flight. The slower the aircraft flies, the greater the angle of attack for the aircraft to achieve sufficient lift. If it doesn't reach the required stopping speed, it stalls.
Design Process: Stall And Roll Damping
A significant amount of power is required to simultaneously increase speed and gain altitude in an airplane shortly after takeoff. If thrown during a climb, this inevitably results in a significant loss of speed.
However, it is important to know the pilots speed and angle of attack on their wings. If the sensor displaying this information is faulty, pilots must switch to a backup sensor. However, they also need to know which of the two sensors is faulty. Now, if they rely on the wrong sensor, it quickly leads to disaster.
The black box of Air France flight 447 was found at the bottom of the Atlantic Ocean. Photo: photo alliance/dpa
In three plane crashes in the past decade, miscalling the speed may have accumulated dust in the speed tube. A very similar cause was found in the crash of Aeropuerto 603 that year. Not only was the pipe dirty, but it was taped as a precaution. The problem is that no one removed the tapes before it started.
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In both cases, the pitot tube indicated too high a speed to the pilots. On a Birgenair flight, the plane tried to counter it by pulling its nose - a terrible mistake. The pilot ignored the correct data from the second sensor and the impending stall warning signal, possibly because he was confused by the incorrect airspeed data.
Indonesia's chief investigator Nurkahio Utomo explains the events leading up to the 2018 Air Lion crash. Photo: Reuters/D. White
Crew during an Aeroperu flight. He initiated the landing maneuver. In a sit-up attempt, he stopped and then fell.
Air France Flight 447 in 2009 may have had a frozen pitot tube. However, here the plane was already cruising at sea. When the autopilot was then cut off, the pilots were likely distracted by the plane's sharp bank and tried to keep the plane under control by pulling the plane too steep. They also caused the mall to fall over the Atlantic.
Aerodynamics: Nothing But A Number
Aircraft manufacturers are trying to deal with this particular threat in two ways: on the one hand, pilots are specially trained to deal with erroneous readings from sensors and interpret them correctly despite the confusion and possible panic.
On the other hand, technology has to improve and intervene when pilots make bad decisions. Boeing has introduced a Maneuvering Characteristic Augmentation System (MCAS) for its 737 Max models, which can detect critical flight situations and intervene in the event of an imminent stop, but only when the autopilot is turned off. This can happen, for example, shortly after a climbing flight, or when the sensors provide unreliable measurement data, as was the case with the Air France flight.
However, the MCAS system was implicated in the October 2018 crash of Lion Air Flight 610. It's not faulty pitot tubes, but sensors that detect the angle of attack of the wings. The two sensors were offset by 20 degrees. The incident also occurred shortly after takeoff during a critical climb.
Although the investigation is not yet complete, there are some indications that MCAS may have attempted another descent before the plane, and the pilot made 26 attempts to bring the plane's nose up again.
Why Does Stall Speed Increase With Bank Angle?
Also, the March 10, 2019, crash of Ethiopian Airlines Flight 302 has at least some indication of a connection to the MCAS system. Flight tracking service Flightradar 24 recorded an "unstable vertical speed". This could mean that pilots and robots could be working against each other. But there will be clarity at an earlier stage when flight records are found and evaluated. In stall aerodynamics and aviation, when the angle of attack exceeds a certain point, lift begins to decrease. This is called the angle of incidence
The flow over the wing is still dominant. As the angle of attack increases, the flaps at the tip of the wing increase, hindering the wing's ability to generate lift. At the critical angle of attack, the separated flow becomes so dominant that the angle of attack increases further
Lift and pull more. During landing, the flaps, which move up the wing, cause a controlled stall on the wing to keep the plane firmly on the ground.
Fixed-wing aircraft may inflate or change attitude during trade. Most aircraft are designed for gradual stops with features that will alert the pilot and give him time to react. For example, an airplane that doesn't open before a store has an audible alarm or a stick installed to simulate the feel of a buffet by swinging the stick back and forth. "Buffet margin" is the amount of "g" that can be deposited for a given condition, for a certain level of the table. In continuous dust and level flight, the critical angle can only be reached in low airspace. Attempts to increase angle of attack in higher airspace a
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Depending on the design of the aircraft, a commercial shop, especially on a prototype, can exhibit very awkward balance and control characteristics.
) is a trade-off that influences some aircraft designs, particularly the T-tail configuration. In these designs, the vertical wake of the stalled main wing "covers" the horizontal stabilizer, rendering the elevators ineffective and preventing the aircraft from recovering from a stall.
Deep landing-like effects appear in many aircraft designs before the term was coined. Gloucester Javelin WD808 lost in a "locked" shop crash on 11 June 1953, Handley Page Victor XL159 lost in a "stable shop" on 23 March 1962. The name "Deep Shop" first became popular after the crash of the BAC 1-11 G-ASHG prototype on October 22, 1963. This led to changes to the aircraft, including the installation of a stick shaker to warn the pilot before it occurred. Cockpit shakers are now part of all commercial aircraft. Coincidentally, on October 22, 1963, a Tu-134 was lost during a flight test for the same reason. However, problems lead to disasters; Hawker Siddeley Trident (G-ARPY) on 3 June 1966
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