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In principle Commercial planes don't just crash. even at low speed They are designed in such a way that they can be picked up even at a speed of only 280 kilometers per hour. The lift is due to the special shape of the wing. The wings deflect the air downwards and generate lift.
Stalling An Airplane
This works well as long as the air flows cleanly behind the wing surface. in the rear wing area More air volume is generated and negative pressure is generated. which almost lifted her wings
Understanding Aircraft Stalls
But it only works if the wings are at the correct angle of attack to the surrounding air. If the angle is too steep (greater than 15 degrees), the wingtip strips will detach from the wing surface. The vortex was created. This is already the first warning sign.
Even worse if the pilot does not intervene. He needed to press down on the nose of the plane to reduce the angle of attack. In this way, it avoids the vortex and guarantees lift. If he did not do this and the plane became more and more upright in the air A dangerous stall will occur starting from an angle of attack of about 18-20 degrees, which means that the air on all the wings will begin to breathe.
The wings lost lift and performed all their functions. The aircraft pitched forward and entered a stall. when the plane flies in an arc The stall can only occur on one wing. Then the plane started spinning and fell like a rock. Only at very high altitudes can an experienced pilot successfully control a falling aircraft.
Especially when climbing Such situations often end in crashes. Commercial aircraft often have accidents during this phase of their flight. The slower the plane flies. The higher the angle of attack. so that the aircraft has enough lift force If the required stall speed is not reached Stalls will occur.
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Shortly after takeoff An aircraft needs a significant amount of thrust to increase its speed and increase its altitude at the same time. This inevitably leads to a large loss of speed.
In any case, it is important for the pilot to know the speed and angle of attack of the wing. If the sensor broadcasting this information is faulty The pilot had to switch to a spare sensor, however, they should have been able to find which of the two sensors was faulty. If they now rely on faulty sensors This will quickly lead to disaster.
Black box of Air France Flight 447 found at the bottom of the Atlantic Ocean Image: printa alliance / dpa
In three aviation accidents in the last decades. Faulty speed measurement with Pitot tubes, known as Pitots, were the cause of the crash: Birgenair flight 301 crashed in 1996 during takeoff in the Dominican Republic. Dust can accumulate in the speedometer tube. A very similar cause was found in the crash of Airplane Flight 603 in the same year, only the tubes were not dirty. But tape it over for protection. The problem was that no one had opened the tape before it started.
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In both cases, the Pitot tubes signaled to the pilot that the speed was too high. In the case of the Birgenair flight, the pilot tried to retaliate by pulling the nose of the plane. which was a serious mistake The pilot ignored the correct information from the second sensor and the alarm about the approaching aircraft. Because it can be confusing and confusing with inaccurate speed information.
Indonesia's lead investigator, Nurcahyo Utomo, describes the events leading up to the 2018 Lion Air crash. Image: Reuters/D Whiteside.
During the flight Aeroperu, the crew can start the landing maneuvers. during landing attempts Stalled and crashed.
During Air France Flight 447 in 2009, the Pitot Tube may freeze, however, here the aircraft is already at altitude. when the autopilot is off The pilot can become distracted by the sudden tilt of the aircraft. and they tried to bring the plane back under control by pulling the aircraft too steep Thus they caused a stall which led to the crash of the Atlantic Ocean.
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Aircraft manufacturers are trying to deal with known dangers in two ways: On the one hand, pilots are specially trained to deal with erroneous measurement data from the sensors. and interpreted correctly, despite confusion and panic.
On the other hand, technology should improve and intervene when stressed pilots make wrong decisions. Boeing has launched The "Maneuvering Characteristics Enhancement System" (MCAS) for the 737 Max can detect critical flight situations and intervene in case an aircraft approaches. But only when the autopilot is off. This may be the case, for example, shortly after take-off during take-off. But when the sensor provides unreliable measurement data The same is the case of Air France flights.
However, the MCAS system involved in the October 2018 crash of Lion Air Flight 610 was apparently not a faulty Pitot tube. but rather a sensor that determines the wing's angle of attack. The two sensors deviate from each other by up to 20 degrees. The accident occurred shortly after take-off during a critical take-off.
Although the investigation has not yet been completed. But there are some indications that the MCAS made repeated attempts to start the landing before the plane crashed. While the pilot made 26 attempts to raise the nose of the plane again.
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Also, in the crash of Ethiopian Airlines Flight 302 on March 10, 2019, at least there were signs of a connection to the MCAS system, the "Flightradar 24 registered" flight monitoring service. unstable vertical speed." This could mean that the pilot and robot can work together. But it will become clear at the earliest when the flight recorder is discovered and evaluated. Stall is a condition in aerodynamics and flight in which the angle of attack increases beyond a certain point until lift begins to decrease. This resulting angle is called
Flows towards the wing is still prominent When the angle of attack increases An isolated area at the top of the wing increases its size and interferes with the wing's ability to generate lift. at critical angles of attack The separation flow is so prominent that it further increases the angle of attack.
Lift and drag more The so-called spoiler, which is raised at the top of the wing on landing, forms the control panel of the wing in such a way that the plane is kept firmly on the ground.
Fixed-wing aircraft between stalls may experience a bump or change in attitude. Most aircraft are designed with a phased stall appearance that alerts the pilot and gives the pilot time to react Buffet food by shaking the front sticks and later "Buffet Margin" for a given set of conditions, the number of 'g' that can be set for a given buffet level. Critical angles of attack in straight and uniform flight can only be achieved at low wind speeds. Attempting to increase the angle of attack at higher aircraft speeds can cause
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It depends on the design of the aircraft. Stalls can reveal very undesirable qualities of balance and control. especially in the prototype
) is a dangerous type of stall that affects some aircraft designs. In particular, T-tail configuration aircraft in these designs. The turbulent wake of the main wing stopped "covering" the horizontal stabilizer. This made the lift inefficient and prevented the aircraft from recovering from the stall.
It has long been known that a profound stall-like effect occurred on many aircraft designs before the term was coined. The Gloster Javelin WD808 lost its stall on 11 June 1953 and the Handley Page Victor XL159 went down to "stable" on March 23rd. 1962. The name "deep stall" was used extensively for the first time. After the crash of the prototype BAC 1-11 G-ASHG on October 22, 1963, killing the crew. This led to a change in aircraft. Including the installation of shakers to clearly warn pilots of problems before they occur Stick shakers are part of all commercial aircraft. Coincidentally, on 22 October 1963, the Tu-134 was lost during a test flight for the same reason. However, the problems still caused an accident. On June 3, 1966, the Hawker Siddeley Trident (G-ARPY)
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