What is the stalling of an airplane? Lifting the aircraft out of stalling

The problem of flight safety, including the stalling of an airplane, is known to professionals, not by hearsay. It has been solved for many years, but the research is moving slowly, almost everything remains in place. At the same time, overseas dumping of the aircraft is studied much more actively, and, what is most interesting, with the active participation of Russian specialists. And already a lot of nuances are clarified, as well as methods for removing the vessel from a critical situation. We must do this in every possible way in Russia, using extensive knowledge of this subject and the practically invaluable experience accumulated by our pilots. This is extremely important today - the ability to overcome the stalling of an airplane, - but so far the topic remains unclaimed, unfortunately.

What do we have to do

In our time, computer technology has reached a level that allows you to create a variety of simulators. And why not use this process for the benefit of aviation more broadly? Taking into account the experience that has already been accumulated, it would be possible to create a simulator simulating the stalling of an airplane so that the pilots of transport aircraft can receive basic practical skills and prevent the device from falling into a critical regime, as well as the ability to take the plane out of this situation.

Absolutely all catastrophes, when the aircraft enters the NGN (complex spatial position), as well as in the stalling regime, have a single common causal relationship. This is primarily a psychological unpreparedness of the crew to recognize the beginning of a dangerous situation, and therefore the inability to act, which is necessary when the aircraft is being stalled from the train.

What is it?

Stalling from an echelon is a dangerous violation of the flight position of the vessel. For example, an incorrect pitch angle or excessive roll. Inadmissible are the roll above 45 ° and the pitch below -10 ° or above + 25 °, which is called the complex spatial position of the aircraft in space. In operation, the normal spatial position is permissible within up to thirteen percent of the possible values (for example, ninety degrees pitch and one hundred and eighty-roll.

The stalling mode of the aircraft catches pilots practically unarmed. Commercial pilots are trained to control the aircraft for a maximum of a quarter of such values (pitch from -10 to +30, and roll from zero to 45 degrees). However, in fact, when a complex spatial position arises, these limits are exceeded, and - significantly. Usually, if an airplane enters an NGN, it is always faster than the restrictions, and the re-start is much more significant.

About critical modes

If we analyze the actions of the crews who suffered a catastrophe, we can conclude that most of the pilots themselves do not see the approaching danger of a critical flight regime when the aircraft is being stalled from the train. And already being inside this situation, they can not correctly recognize the reasons and take the necessary steps to get out of it. And if the actions of the pilots are correct, then in most of the cases the planes leave the critical position. If the theoretical and - most importantly - practical training will be appropriate, then getting into an emergency situation can be avoided altogether.

Periodically and very often civil airbuses for some reason fall into a critical regime, and they can not take the aircraft out of stall. This is not just stalling, there are problems with exceeding the restrictions on overload and speed, and a complex spatial position. In most cases, pilots act wrong and crash. Obviously, only training pilots can solve such problems. They should know everything about creating critical regimes and how to avoid them. Even better, they must be able to get the aircraft out of them, and - safely.

Training

The main direction of pilot training is the availability and creation of new technical means for training that will simulate the widest flight areas with access to different critical regimes. Nevertheless, twenty years have passed since the obviousness of this problem, but the situation has changed very poorly. Such conversations go on, and at the highest levels, but for the time being they have not begun to train line pilots with techniques and techniques that help to prevent a critical situation, and if it develops, the available skills will not allow it to be correctly removed from it.

After each large-scale plane crash, such conversations become louder for a while. As soon as the aircraft collapses, this gives rise to another spate of debates on the eternal questions "what to do" and, especially, "who is to blame." A few months later, the tragedy is forgotten, and further conversations do not go. The Interstate Aviation Committee (IAC) has to write the same thing over and over again, recommending the airlines and authorities to improve the training of pilots to prevent them from entering critical regimes and gaining access to them.

Testing

When flight tests of a transport aircraft for its certification are carried out, the minimum permissible stall speed of the aircraft must be checked. This is probably the most difficult and most interesting kinds of tests. Prior to this, special training is required to remove the aircraft from the SPP, from various spinners on an aircraft of the class that allows all this to be done.

It uses any chance to acquire new skills and knowledge. Heavy aircraft are not subject to such verification, although in real operation and from them from time to time the stalling of the aircraft in a tailspin happens. To carry out such a test, calculations are needed, made in advance, and with heavy machines it is very difficult.

Disasters

Mathematical modeling of flight modes, if it is associated with non-stationary flow, until it moves forward. And it is necessary to solve such problems, because there have been a lot of disasters in civil aviation recently. This is a consequence of the loss of control when an NGN occurs or the aircraft is stuck in an air hole. The pilots are losing their spatial orientation, and for flying limitations the aircraft has already left.

From 2002 to 2011, twelve disasters occurred precisely for this reason, when commercial jetliners became unmanageable. The result was the death of almost two thousand people. This is the most common cause of world disasters - loss of control, it has the first place in this terrible list.

How to teach

The training of line pilots is carried out according to programs that do not provide training for such important elements as the removal of the aircraft from stalling. In the Soviet era, the pilots studied at the Yak-18, which is possible any aerobatics, and therefore up to the eighties they knew what corkscrews, bends with roll, hill, dive and the like. Moreover, in these situations they were personally at the helm. Now the programs are very much reduced with the motivation that a civilian pilot does not need this.

He works with passenger traffic, and therefore must be able to fly exclusively within the limits of flight restrictions. In addition, money for additional training does not need to be spent, and time is saved. And in critical situations, later pilots get to, moreover, quite often. Malfunctions can occur anywhere - in the control system or in the event of engine failure, which leads to a loss of spatial orientation for the crew, and many other situations can arise. The main thing is that the number of such tragic episodes began to increase dramatically.

Effects

Experts believe that the root cause of most major air crashes in the last few decades is the lack of skills and knowledge, inability to act in certain critical situations. There may be errors of pilots, and reasons from outside, but in either case the pilot does not know what he should do. For example, in 2008 in Perm, Boeing 737-500, which shows the directional horizon, and not the reverse, as on domestic aircraft.

Pilots previously worked on manual control, but with a different type of equipment were not ready to accept the data that they received. As a result, there were a number of actions that the crew had better not do, because the plane was in a situation that ended in a catastrophe. In this case, the reasons are specific. This is a lack of knowledge with specific gaps in training. Pilots most often can not cope with the situation because they do not know what and how to do, and therefore are in a state of complete perplexity and even shock. Although it is sometimes even easy to get out of this situation. It is important to know - how.

Examples

When the normal air flow around the wing is broken, the airplane enters an air hole, which is what is called stalling an airplane. Its lifting force drops sharply, the nose or tail is lifted , there is a roll on the side and even the introduction of the aircraft into a tailspin. The speed of stalling the aircraft is the main prerequisite for the consequences that the world often observes in recent years. In the zone of turbulence, aircraft are almost constantly, but for some reason passengers are increasingly injured of varying degrees of severity.

This happened at the approach to landing in Jakarta with the Etihad liner, when more than thirty people were injured, this was the case with the ships of the Allegiant Air and JetBlue, where five, eight people were also affected, and finally a loud case of an airplane flying in Shanghai from Frankfurt, where seventeen people were injured.

More examples

Stalling an airplane in a tailspin is the transition to an extremely dangerous flight regime. Pilots very often do not realize the imminent danger, although the alarm is warned about the approaching stall, and therefore the simplest measures are not taken to avoid such a situation.

And it happens that they do absolutely different, directly opposite to the necessary actions. Such was the stalling of the TU-154 aircraft (the Pulkovo airline) in 2006. The pilots wanted to get around the storm from above, losing speed and falling into stall. In the same way, the A330 (Air France) aircraft crashed in 2009 over the Atlantic Ocean.

main reason

If the pilots of the crashed airliners were able to recognize the danger and prevent it, and if they were able to take the aircraft out of the created emergency situation, there would be no catastrophes. You need great knowledge and even greater skills.

Judging by the analysis, ninety per cent of catastrophes occurred solely from ignorance and inability of pilots, and in the same ninety per cent of cases, a catastrophe could be prevented. Only at a very low altitude it is impossible, as, for example, it happened in Sheremetyevo with the Yak-40 plane, where the TV journalist Artem Borovik died. Then the stalling of the plane happened immediately after the separation, the altitude was not collected at all.

conclusions

The beginning of perestroika was marked by the arrival of new people in aviation, to whom only profit was interesting, and in pursuit of it, they were not interested in any issue of security. But in the US, on the contrary, it was in the nineties that many private training centers opened, where the most serious airlines sent their pilots for a special course, which included both theoretical and practical training. For flights, small aircraft were used, since it is dangerous to take such a course and it is expensive.

It's even cheaper and safer to train pilots on simulators, where you can practice any piloting skills in all critical modes. Another question is that an adequate mathematical model for, for example, stalling, does not yet exist, and many other critical regimes can not be worked out on the simulator for the time being. It is necessary to conduct business precisely in this direction, so that the pilot could really feel that he can take the plane out of stalling, then he will gain confidence and will act differently to prevent a catastrophe.