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Design Feature Most Likely To Cause An Aeroplane To Superstall Is A Swept Wing

The deep stall occurs when a swept wing aircraft stalls beyond its normal stall angle. This causes the wingtips to stall first, pitching the nose up further and making recovery difficult as the stalled wing covers the horizontal stabilizer. Aircraft with T-tails or swept wings are most at risk. The accelerated stall happens when an aircraft exceeds its critical angle of attack during high-g maneuvers like steep dives or turns. This causes it to stall at higher-than-normal speeds. Recovery involves easing backpressure on the controls. The power-on stall can occur during takeoff or go-arounds if full thrust is applied while pulling back on the controls. This allows the aircraft to stall at much

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48 views3 pages

Design Feature Most Likely To Cause An Aeroplane To Superstall Is A Swept Wing

The deep stall occurs when a swept wing aircraft stalls beyond its normal stall angle. This causes the wingtips to stall first, pitching the nose up further and making recovery difficult as the stalled wing covers the horizontal stabilizer. Aircraft with T-tails or swept wings are most at risk. The accelerated stall happens when an aircraft exceeds its critical angle of attack during high-g maneuvers like steep dives or turns. This causes it to stall at higher-than-normal speeds. Recovery involves easing backpressure on the controls. The power-on stall can occur during takeoff or go-arounds if full thrust is applied while pulling back on the controls. This allows the aircraft to stall at much

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D M N
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The Deep Stall

The deep stall sometimes called the superstall is the same as the low-speed stall but
because of the aeroplane design features, when the CP moves forward it has a much
more dangerous consequence. The predominant design feature most likely to cause
an aeroplane to superstall is a swept wing when taken past the normal low-speed
stalling angle because it tipstalls causing the aeroplane to pitch-up. A T-tailplane simply
intensifies the depth of the stall because turbulent air completely enfolds the tailplane
making it very difficult to recover. The main difference to the normal low-speed stall is
that because it has a much larger critical angle, the turbulent wake of the stalled main
wing covers the horizontal stabiliser, rendering the elevators ineffective and preventing
the pilot from recovering easily from the stall. The aeroplanes likely to suffer such an
effect are fitted with stick shakers and stick pushers.

The Accelerated Stall

The accelerated stall is another variation of the low-speed stall but this type of stall is
brought about by a sudden increase of the wing loading or load factor. If an aeroplane
attains the critical angle of attack at a load factor greater than 1 then the aeroplane
will stall at a speed much higher than the normal stalling speed at that mass.

The accelerated stall can occur during the pull up from a steep dive, during a strong
vertical gust in the cruise or during a turn with excessive bank angle coupled with
excessive backpressure on the control column. Any one of these manoeuvres results in
the angle of attack being suddenly increased. In a dive, for instance, pulling back on
the control column causes the elevators to raise the nose of the aeroplane but due to
inertia, the aeroplane continues to descend on its original downward path. This results in
the angle of attack exceeding the critical angle of attack and the aeroplane stalls.
During these manoeuvres the load factor increases to a value greater than 1, as a result
the speed at which the accelerated stall will occur is equal to the normal 1g stalling
speed for the aeroplane mass multiplied by the square root of the load factor. Easing
the backpressure on the control column in this situation can achieve a recovery from
this type of stall.

The Power-On Stall

If during take-off in the initial part of the climb or during the go-around procedure
following an abandoned landing attempt, when the aeroplane has full take-off or
go around power set, the control column is pulled back into the last half of its rearward
movement from its neutral position then the aeroplane will most likely stall. This type of
stall is often called a ‘departure stall.’ Because the thrust produced by the engines is
inclined to the horizontal a component of the thrust assists the lift in balancing the
aeroplane mass. This enables the aeroplane to attain an extremely high angle of attack
before it stalls.
The stall will occur at a lower speed than would be normal for the mass and because
of the high angle of attack, the stall will be more violent than would normally be the
case. It is sometimes referred to as a ‘hammer stall. ‘Usually, the stalling speed quoted in
the Aeroplane Flight Manual (AFM) for any particular mass and/or configuration
assumes that the engines are throttled back to idle. If any amount of thrust/power is set,
with the throttles not being fully closed, then with regard to the stall it has the following
advantages:

a. The stalling speed is lower for the same mass and configuration than the
power off stall due to the large vertical component of the thrust experienced at
high angles of attack.
b. The height loss experienced during recovery is less than that of a power-off stall.
c. For propeller-driven aeroplanes, the propeller slipstream over the wing will further
delay the stall to an even lower speed.

The power-on stall has the following disadvantages:

a. When the aeroplane does stall it is likely to be more violent.


b. There is a strong possibility of a wing drop during the stall; this feature is
particularly likely with single-engined propeller-driven aeroplanes.
c. Multi-engined propeller-driven aeroplanes will suffer from tip stalling because the
wing area behind the power units will have a delayed stall due to the slipstream.

Secondary stall

A secondary stall may be triggered while attempting to recover from a stall. This usually
happens as a result of trying to hasten the stall recovery; either by not decreasing the
angle of attack enough at stall warning or by not allowing sufficient time for the aircraft
to begin flying again before attempting to regain lost altitude. With full power still
applied, relax the backpressure and allow the aeroplane to fly before reapplying
moderate backpressure to regain lost height.
Shock stall

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