I've read a lot of NTSB crash reports regarding small, GA aircraft (just trying to figure out what went wrong and what to avoid.) There seem to be a lot of reports that talk about "low altitude high speed stalls" happening on approach. What is a high speed stall, and how is it created? What is the best way to avoid one? As they seem to cause a lot of GA accidents...
Everyone says that the angle of attack is what determines a stall, not the speed. I understand the theory and understand that it is separation of the airflow that matters for stalling. However, I don’t understand, in a practical sense, let’s say you’re in a Citabria going at 100 knots. If you pull up extremely fast, you can get a high angle of attack, beyond what you’d need to stall at 60 knots, yet you wouldn’t stall straight away. If you stayed at that angle of attack, you’d quickly slow, then stall. But if I’m right that you wouldn’t stall straight away, then it seems like the angle
Here is a $C_L$ / $AoA$ curve that I took from Wikipedia. The better textbooks say that a stall is that condition in which a further increase in angle of attack will result in a reduction of lift. The point at which that transition happens is known as the critical angle of attack. Theoretically, sustained flight is possible at angles beyond the critical angle of attack - take a look at the chart. If the airplane can sustain level flight at point $A$, it can sustain level flight at point $B$. Is there a practical way that I can demonstrate sustained flight on the backside of the lift
When I took delivery of a new Cessna 182T last year, I did a test flight for certification purposes. During the test flight we had to perform a power off stall but that didn't go as planned as it was simply impossible to stall. What happened is this: when the airspeed dropped well below the power off stall speed we simply started to sink slowly with a nose-high attitude at about 35 KIAS. This "mushing" went on for what seemed ages before I eventually applied power and pushed the nose down to gain airspeed again. We tried it again after that and the same thing happened. I had an instructor
In flight training we're warned against skidding turns since they have a higher potential for a stall/spin (the classic example being the stall/spin on the base to final turn). However, how does the airplane behave during a stall entered from a slip? It's a cross-controlled condition, but since the rudder input is opposite to what it would be in a skid, is it more difficult, or not possible, to spin from such a situation?
When a non-pilot hears the word stall, it brings to mind what happens when a car stalls - the engine quits. It seems like that would be a dangerous scenario in an airplane. From a non-pilot perspective, what happens when an airplane stalls and why is it important for pilots to practice it?
On Air France 447 the crew had experienced complete failure of the pitot static system, which meant they lost their readings on their airspeed indicators, but according to the Mayday / Air Crash Investigations episode the aircraft had detected that the plane was about to enter an aerodynamic stall and the stall warning systems were activated just before the crash. How did the A330 in question detect that the plane was on the verge of stalling without the airspeed indicators working?