Professionals know firsthand the problem of flight safety, among which is the stall of an airplane. It has been resolved for many years, but research is moving unacceptably slowly, almost everything remains in place. At the same time, aircraft stalling is being studied abroad much more actively, and, most interestingly, with the active participation of Russian specialists. And already a lot of nuances have been clarified, as well as methods for removing the ship from a critical situation have been worked out. It is necessary to do this in every way in Russia, applying vast knowledge of this subject and the invaluable experience gained by our pilots. This is extremely important today - the ability to overcome aircraft stall - but so far the topic remains unclaimed, unfortunately.
What do we have to do
Nowadays, computer technology has reached a level that allows you to create a variety of simulators. And why not apply this process for the benefit of aviation on a larger scale? Taking into account already gained experience, it would be possible to create a simulator simulating aircraft stall, so that pilots of transport aircraft could gain basic practical skills and prevent the aircraft from entering critical mode, as well as the ability to get the aircraft out of this situation.
Absolutely all the catastrophes when the plane falls into SPP (difficult spatial position), as well as into the stall mode, have a single common cause-effect relationship. This is, first of all, the psychological unpreparedness of the crew to recognize the beginning of a dangerous situation, and therefore the inability to take actions that are necessary when the aircraft stalls off the train.
What is it?
Stalling is a dangerous violation of the flight position of the vessel. For example, an incorrect pitch angle or excessive roll. The roll above 45 ° and the pitch below –10 ° or above + 25 ° are considered unacceptable, which is called the complex spatial position of the aircraft in space. In operation, a normal spatial position is permissible up to thirteen percent of the possible values (for example, ninety degrees pitch and one hundred eighty roll.
The aircraft stall mode catches the pilots almost unarmed. Commercial pilots prepare to control the aircraft by a maximum of a quarter of these values (pitch from -10 to +30, and roll from zero to 45 degrees). However, in fact, when a complex spatial position occurs, these limits are exceeded, and significantly. Usually, if an aircraft falls into SPP, it is always speed higher than the restrictions, and the reloading is much more significant.
About critical modes
If we analyze the actions of the crews that have crashed, we can conclude that most often the pilots themselves do not see the imminent danger of a critical flight regime when the aircraft falls off the train. Once inside this situation, they cannot correctly recognize the causes and take the necessary actions to get out of it. And if the actions of the pilots are correct, then in most cases the planes leave the critical position. If theoretical and - most importantly - practical training will be appropriate, then getting into an emergency can be avoided altogether.
Periodically and very often, civilian airbuses for one reason or another fall into critical mode, and they are unable to take the aircraft out of stall. This is not only stalling, there are problems with exceeding the restrictions on overload and speed, and a difficult spatial position. In most cases, pilots act incorrectly and crash. Obviously, only pilot training can solve such problems. They must know exactly everything about creating critical modes and how not to get into them. Better yet, they should be able to get the aircraft out of them, moreover, safely.
Training
The main direction of pilot training is the availability and creation of new technical training aids that will allow simulating the widest flight areas with access to different critical modes. Nevertheless, twenty years have passed since the obviousness of this problem, but the situation has changed very little. Such conversations are underway, and at the highest levels, but so far they have not begun to teach linear pilots tricks and methods to help prevent a critical situation, and if this develops, then the existing skills will not allow you to get the plane out of it competently.
After each large-scale air crash, such conversations become louder for a while. As soon as the aircraft stall occurs, this gives rise to another surge in debate on the eternal questions of “what to do” and, especially, “who is to blame”. After a few months, the tragedy is forgotten, and there is no further discussion. The Interstate Aviation Committee (IAC) in the reports has to write the same thing over and over again, with recommendations to airlines and authorities to improve the training of pilots to prevent getting into critical modes and the ability to get out of them.
Test
When flight tests of a transport aircraft pass for its certification, the minimum permissible stall speed of an aircraft must be checked. These are probably the most difficult and most interesting types of tests. Before this, special preparation is required to withdraw the aircraft from the SPP, from various corkscrews on an aircraft of the class that allows all this to be done.
Any chance is used here to acquire new skills and knowledge. Heavy aircraft are not subject to such verification, although in real use they also occasionally stall aircraft in a tailspin. To carry out such a test, calculations are needed made previously, and with heavy machines it is very difficult.
Disasters
Mathematical modeling of flight modes, if it is associated with a non-stationary flow, until it moves forward. But it is necessary to solve such problems, because there have been a lot of catastrophes in civil aviation lately. This is a consequence of loss of control when an SPP occurs or the aircraft stalls in an air hole. Pilots lose their spatial orientation, and the aircraft has already gone beyond flight restrictions.
From 2002 to 2011, twelve disasters occurred precisely for this reason, when commercial jet liners became uncontrollable. The result was the death of almost two thousand people. This is the most common cause of world disasters - loss of control, she has first place in this terrible list.
How to learn
The training of line pilots takes place according to programs that do not provide for the training of such important elements as removing the aircraft from stall. In Soviet times, pilots studied on the Yak-18, which is possible any aerobatics, and therefore until the eighties they knew what corkscrews, turns with a roll, slide, dive, and the like. Moreover, they were personally at the helm in these situations. Now the programs are very much reduced with the motivation that a civilian pilot does not need this.
He works with passenger traffic, and therefore must be able to fly exclusively within the flight restrictions. In addition, money for additional training does not need to be spent, and time is saved. And in critical situations, pilots subsequently end up, moreover, quite often. Malfunctions can happen anywhere - in the control system or in case of engine failure, which leads to a loss of spatial orientation of the crew, and many more different situations can arise. The main thing is that the number of such tragic episodes began to increase sharply.
Effects
Experts are sure that the root cause of most major air crashes in the last few decades is the lack of skills and knowledge, inability to act in certain critical situations. There may be errors of pilots, and reasons from the outside, but in either case the pilot does not know what he should do. For example, in 2008 in Perm, a Boeing 737-500, on which an indication of the horizon of the direct view, and not the reverse, as on domestic aircraft.
Pilots previously worked on manual control, but with a different type of equipment were not ready to accept the data that they received. As a result, there were a number of actions that the crew should not have done, because the plane was in a situation that ended in disaster. In this case, the reasons are specific. This is understatement with specific learning gaps. Most often, pilots cannot cope with the situation because they do not know what and how to do it, and therefore are in a state of complete confusion and even shock. Although it’s sometimes even simple to get a plane out of such a situation. It is important to know how.
Examples
In the event of a violation of the normal flow of air around the wing, the aircraft enters the air hole, which is what is called the stall of the aircraft. Its lifting force drops sharply, the nose or tail lifts up, there is a roll to the side and even the introduction of the aircraft into a tailspin. The speed of aircraft stalling is the main prerequisite for the consequences that the world has observed quite often in recent years. Aircraft enter the turbulence zone almost constantly, but for some reason passengers are increasingly getting injuries of varying severity.
This happened during the landing in Jakarta with the Etihad airliner, when more than thirty people were injured, the same happened with the ships of the Allegiant Air and JetBlue airlines, where five and eight people were injured, respectively, and, finally, a high-profile incident with an airplane flying in Shanghai from Frankfurt, where seventeen people were injured.
More examples
Stalling an airplane into a tailspin is a transition to an extremely dangerous flight mode. Pilots very often do not realize the impending danger, although an alarm is warning of impending stall, and therefore they do not take the simplest measures to avoid such a situation.
But it happens that they do something completely different, directly opposite to the necessary actions. Such was the dumping of the TU-154 aircraft (Pulkovo airline) in 2006. Pilots wanted to get around the thunderstorm from above, losing speed and falling into stall. In the same way, the A330 (Air France) crashed in 2009 over the Atlantic Ocean.
main reason
If the pilots of the crashed airliners were able to recognize the danger and prevent it, and if they knew how to get the aircraft out of the emergency situation, there would be no catastrophes. Great knowledge and even greater skills are needed.
Judging by the analysis, ninety percent of the disasters occurred purely due to the ignorance and inability of the pilots, and in the same ninety percent of the cases the accident could have been prevented. Only at a very low altitude is this impossible, as, for example, what happened in Sheremetyevo with the Yak-40 plane, where the television journalist Artyom Borovik died. Then the aircraft stall happened immediately after separation, the height was not gained at all.
