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A pilot is required to demonstrate competency in controlling an aircraft during and after a stall for certification in the United States, [16] and it is a routine maneuver for pilots when getting to know the handling of an unfamiliar aircraft type. The only dangerous aspect of a stall is a lack of altitude for recovery.
To unfamiliar flight crews, the stall warning system can be viewed as aggressive and impatient, hence why it has become commonplace for the system to be introduced to trainee pilots via a flight simulator rather than a live aircraft. To fly without them would increase the likelihood of the aircraft encountering, and improperly responding to, a ...
While modern engines with advanced control units can avoid many causes of stall, jet aircraft pilots must continue to take this into account when dropping airspeed or increasing throttle. A compressor anti-stall system is a compressor bleed system that automatically dumps away unwanted air to prevent compressor stalling. [5]
A wider consequence of the incident was a new design requirement related to the pilot's ability to identify and overcome stall conditions; the design of a Transport category aircraft that fails to comply with the specifics of this requirement may be acceptable if the aircraft is equipped with a stick pusher. [3] [1]
In Canada, spins are a mandatory exercise to get the private and commercial pilot licenses; Canadian recreational pilot permit candidates (1 level below private pilot license) must do a stall and wing drop (the very beginning of the entry to a spin) and must recover from a stall and wing drop as part of training. [25] [26]
When the pilot moves the aileron control to the left, or turns the wheel counter-clockwise, the left aileron goes up and the right aileron goes down. A raised aileron reduces lift on that wing and a lowered one increases lift, so moving the aileron control in this way causes the left wing to drop and the right wing to rise.
The testing, which was conducted by FAA flight test engineers and flight test pilots, included aerodynamic stall situations and recovery procedures." [21] After a series of delays, the updated MCAS software was released to the FAA in May 2019. [22] [23] On May 16, Boeing announced that the completed software update was awaiting approval from ...
Wingtip stall is unlikely to occur symmetrically, especially if the aircraft is maneuvering. As an aircraft turns, the wing tip on the inside of the turn is moving more slowly and is most likely to stall. As an aircraft rolls, the descending wing tip is at higher angle of attack and is most likely to stall.