thoughts on stalls
#1
#2
At this point, the stickshaker activated, the autopilot independently disconnected, and the pilot increased power and used full left rudder to arrest the roll.
#5
Ailerons (or spoilers for that matter) for the transport category aircraft that stall near the tips first and may be experiencing slideslip from yaw to further decay the AOA? During the extended envelope training a key point was made that reducing the AOA and unloading the aircraft had been "washed out" of training over the years, to the point where when wings drop people were trying to "ride the shaker" and force the wings back up with rudder an ailerons, never correcting the AOA issue in the first place, either at all, or to the extent necessary, given the very gradual C/L curve of transport category wings (not shaped like your GA Cessna). I don't agree about doing nothing, that gradual curve where the slope is nearly flat has caused a lot of "not sure what is going on?" situations due to not actively reducing AOA. A lot of those "wild ride" stall/yaw incidents were due to never (significantly) reducing the AOA.
#6
:-)
Joined APC: Feb 2007
Posts: 7,339
I'm not a fan of the engineering behind the stick shaker activation. I would much rather have something along the lines of the Q-Alpha energy state indicator or similar. https://www.kansas.com/news/business...132377769.html
It also indicates how much float you will have at round out, possibly preventing runway overruns.
It also indicates how much float you will have at round out, possibly preventing runway overruns.
#7
#9
True. I was specifically thinking of my former aircraft where at HIGH AOA (30+) you intentionally used the rudders for control. Influence with a tad of aileron; but control the turn/bank with the rudders. Once you were actually out-of-control then the second step of the immediate action was 'feet off the rudders'
#10
Gets Weekends Off
Joined APC: Oct 2015
Posts: 292
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