During the Aeroperu flight, the crew was able to initiate a landing manoeuvre. During the landing attempt it stalled and then crashed. During Air France flight in the Pitot tube probably iced up.
However, here the aircraft was already at cruising altitude. When the autopilot then switched off, the pilots were probably distracted by an abrupt tilting of the aircraft and tried to bring the jet back under control by pulling the plane up too steeply.
So they also caused a stall, which led to a crash over the Atlantic. Aircraft manufacturers are trying to deal with the known danger in two ways: On the one hand, pilots are specifically trained to cope with erroneous measurement data from sensors and to interpret them correctly despite confusion and possible panic. On the other hand, the technology should improve and also intervene when stressed pilots make the wrong decisions. Boeing has introduced a "Maneuvering Characteristics Augmentation System" MCAS for the Max models, which can detect critical flight situations and intervene in the event of an imminent stall, but only when the autopilot is switched off.
This can be the case, for example, shortly after take-off during ascent, but also when sensors provide unreliable measurement data - as was the case with the Air France flight.
Here it was apparently not the Pitot tubes that were faulty, but the sensors that determine the angle of attack of the wings. The two sensors deviated from each other by up to 20 degrees. This accident also occurred shortly after take-off during the critical climb phase.
Although the investigation has not yet been completed, there are some indications that the MCAS tried again and again to initiate a descent before the crash, while the pilot tried 26 times to raise the nose of the aircraft again. Also in the crash of Ethiopian Airlines flight on March 10, , there is at least an indication of a connection to the MCAS system.
The flight monitoring service "Flightradar 24" registers an "unstable vertical speed". This could mean that pilots and robots may have worked against each other.
But there will be clarity at the earliest when the flight recorders have been found and evaluated. This picture shows why the Boeing aircraft officially designated the was quickly given the nickname "jumbo jet" shortly after its market launch 50 years ago. The four-engine jet is simply huge. The two had a long-standing friendship. According to legend, Trippe is said to have approached Allen as the plane-maker was finishing plans for the wide-body aircraft: "If you build it, I'll buy it.
The new was not only praised for its technical innovations, it also stood for glamor. With a lounge serving cocktails, it promised a sleek and relaxed travel experience.
At more than 70 meters feet long and with a wingspan of almost 60 meters, it offered space for between and passengers, depending on how the seats were arranged. Your choice of terms — check forward, relax backpressure, ailerons neutral, no aileron, or ailerons central — should match your airborne patter. It should be made clear that reducing the angle of attack is all that is needed to unstall the aeroplane.
The aeroplane will enter a descent, and the student can now regain straight and level from the descent PAT. The altitude loss will be about feet using this method, and will be the first recovery method the student practises. For the least loss of altitude, the maximum amount of power is required hence carburettor heat COLD during the entry so smoothly but positively apply full power prevent yaw — keep straight and raise the nose smoothly to the horizon.
There is no need to hold the nose down, as excessive altitude will be lost. Similarly increasing backpressure too rapidly, or jerking, may cause a secondary stall. Nose-on-the-horizon may be used as the reference attitude. Of the attitudes the student is familiar with the level attitude is too low and the aeroplane will continue to sink, resulting in unnecessary altitude loss.
Alternatively, the climb attitude is too high, as the pitch-up created by full power combined with inertia may result in a secondary stall. A compromise attitude is required to arrest the sink and allow the aeroplane to accelerate to the nominated climb speed. The simplest attitude to use is to put the top of the nose cowling just on the horizon.
For some light aeroplanes this attitude is the same or similar to the climb attitude, but at least the student has not been encouraged to try to climb by simply pointing the aeroplane upwards. The aeroplane should be held in the nose-on-the-horizon attitude until the nominated climb speed is reached and then the climb attitude selected. Common practice is to use the recommended or normal climb speed, for example 70 knots. However, you may nominate speed for best angle of climb or for best rate of climb refer CFI.
Straight and level flight should be resumed at the starting altitude and the reference point or heading regained if necessary. All stalling exercises should finish with a recovery at the incipient stage, more commonly referred to as the onset. This is to emphasise that, under normal conditions of flight, the stall is avoided. The second objective of this exercise is to recover at onset, which means at the stall warning or buffet.
The stall itself is simply the stall and is sometimes referred to as fully developed, meaning that the stall has occurred. A fully developed stall does not imply a wing-drop. The expected altitude loss from a recovery at onset depending on which symptom is first detected should be stated, for example, less than 50 feet. With practice and improved situational awareness, this altitude loss can be reduced to zero — as the aeroplane is not permitted to stall see Figure 3.
Encourage the student to take on more of the radio work, and to start their study for the radiotelephony exam. On the way out to the training area there is opportunity to practise climbing, straight and level and turning. When setting the aeroplane up and choosing a reference point choose one into or with the wind to reduce any problems the student might have with drift perception.
Start with a demonstration of the basic stall and recovery, rather than the recovery at onset. Although the student is being taught to avoid the stall, they still need to experience what it is they are trying to avoid. During the demonstration the student should be advised to observe the high nose attitude, and asked to identify the actual stall so both instructor and student know they recognise the same thing.
In line with the objective of recognising the symptoms that warn of an approaching stall, the next step is to carefully demonstrate the symptoms. From this point on, you can adjust the amount of backpressure to synchronise your patter to match the symptoms. At the stall, the nose-down pitch is observed and identified by the student, and the normal recovery carried out by you without patter.
If the sink was discussed in the air exercise, this can be demonstrated only from a level entry. It is difficult to detect and may register as a ROD on the VSI , even though the elevator is held well or fully back, before the nose pitches down. The decision to include this demonstration depends on whether or not it was discussed in the air exercise, the aeroplane type, and ultimately the CFI. Once the symptoms have been carefully demonstrated there is no need to rattle them off during every stall entry.
Monroe is committed to customer satisfaction, we strive for Continuous Improvement in our products and our people. Read More. Call Us: Skip to content. The Basics of Stalls: What You Should Know A common misconception is that stalls are attributed to a mechanical problem in an airplane.
More Popular Posts. November 12, Products. Such a system is likely to incorporate stall warning based on the continuous direct measurement of angle of attack moderated by wing configuration in order to enable recovery from an incipient or approaching stall. For aircraft with a conventional control column, this usually includes a stick shaker which provides tactile as well as aural alerting. At the onset of a full stall, most stall protection systems activate a stick pusher to ensure that aircraft pitch attitude which although it is not directly related to angle of attack varies in the same relative sense is automatically reduced as an essential component of recovery to safe flight.
It is important to note that stall protection systems cannot take account of the possible effects of contaminated aerofoil surfaces and also that any such contamination may not necessarily be symmetrical in respect of the overall aircraft. It should also be noted that on modern Fly-By-Wire aeroplanes, the stall protection system has become part of a wider Flight Envelope Protection System.
For a more detailed discussion of stalling and some indications which might inform the management of risk, see the article Aerodynamic Stall Awareness and Avoidance.
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