STALL WARNING

SYSTEM

BY: SHUBHAM RAJ

1MS16EI064
 AERODYNAMIC STALLS

In-Flight Loss Of Control (ILOC) as a result of an

aerodynamic stall has been one of the most significant
causes of fatal Army Fixed-Wing aircraft accidents for many
years. Loss of control usually occurs because the aircraft
enters a flight regime which is outside its normal envelope,
usually, but not always at a high rate, thereby introducing an
element of surprise for the flight crew involved.
An airplane wing can be stalled at Any:
• Airspeed
• Altitude
• Attitude (Pitch Attitude in relation to the horizon has
no relationship to the aerodynamic stall)

Given an airplane with the same weight, configuration

and G loading, the Indicated Air Speed (IAS) at which a
stalls occurs remains constant regardless of True Air
Speed (effects of pressure altitude and temperature)
Wing stalls typically occur following :

• Speed reduction
• Premature flap retraction
• Increased wing loading (G)

Stalls can be aggravated by Ice contaminated wing

surfaces.
 STALL WARNING

An Aircraft stall warning system is a system which provides the pilot with
advanced warning of impending stall.

1. Offer assistance - Guard the controls and be prepared to assist P* with pitch
and power if required.
2. Provide aircraft control advisories - Monitor pitch attitude. If pitch is
increasing above 7° nose-up pitch attitude call.
3. The stall warning horn can be reliable in icing conditions as an actual
aerodynamic wing stall may occur well before the stall warning horn
activates
 REGULATORY REQUIREMENTS
The regulations concerning a Stall Warning System for aircraft other than
Transport Category Aircraft include the following requirements:

● There must be a clear and distinctive stall warning, in both straight and
turning flight, with the flaps and landing gear in any normal position
● The stall warning may be furnished through the inherent aerodynamic
qualities of the aircraft or by a device that will give clear, unambiguous
indications under the expected conditions of flight. A visual stall warning
device requiring the attention of the crew within the cockpit is not
acceptable by itself.
contd...
● During a wings level, decelerating condition in any normal configuration,
the stall warning must begin at a speed which is a minimum of 5 knots
greater than stalling speed (Vs) and continue until the stall occurs.
● During a turn or in the case of a turning accelerated stall, the stall
warning must begin sufficiently in advance of the stall to allow the stall
to be averted if the pilot takes appropriate action.
● When the speed is reduced at rates not exceeding one knot per second,
the stall warning, in each normal configuration, must begin at a speed
(Vsw) which exceeds the stall speed by not less than five knots or by five
percent of the calibrated airspeed, whichever is greater. Once initiated, the
stall warning must continue until the angle of attack is reduced to
approximately that at which the stall warning began.
 WARNING SYSTEMS
● Pre-Stall Buffet - In this case, the warning of the impending stall is provided solely by
aerodynamic buffet. As the aircraft approaches the stall, the airflow across the upper
cambered surface of the wing ceases to flow smoothly, it loses contact with the wing
surface and it becomes turbulent. If the turbulent air then flows across the horizontal
stabiliser, buffet results. In many aircraft, even some as large as the LOCKHEED AC-130
Spectre, this buffet provides the sole warning of the impending stall.
● Audible Warning - Stall warning is provided by an electronic or mechanical device that
sounds an audible warning as the stall speed is approached. The simplest such device is an
airframe mounted stall warning horn which sounds when the airflow through it occurs at a
specific angle. Slightly more sophisticated audible warning devices consist of either a
pressure sensor or a moveable metal tab that actuates a switch as the stall is approached.
The switch, in turn, activates an audible warning horn. In some installations, the audible
warning is provided by a synthetic voice which helps to reduce warning ambiguity.
● Stick Shaker - A stick shaker is a mechanical device that shakes the control
column to warn of the onset of stall. A stick pusher may be installed in association
with a stick shaker system in aircraft which are susceptible to the deep stall
phenomenon. A deep stall affects certain aircraft designs, most notably those with
a T-tail configuration, and results in a substantial reduction or, in some cases,
complete loss of elevator authority making normal stall recovery actions
ineffective; in many cases, a deep stall might be unrecoverable. The stick pusher is
designed to prevent the pilot from allowing the aircraft to enter a stall. In all cases,
the stick shaker will activate before the stick pusher.
● Angle of Attack - Stall warning systems often involve inputs from a broad range of
sensors and systems and include a dedicated angle of attack sensor. At a
predetermined angle of attack, calculated for each possible configuration, the angle
of attack sensor triggers the activation of the stick shaker or the audible warning
device as appropriate to the aircraft fitment. An angle of attack indicator may or
may not be incorporated into the pilot's instrument panel. When installed, the
indicator will give a visual indication of the aircraft proximity to the critical angle
of attack.
 ICING

Stall warning systems are designed to activate based on the stall characteristics
of clean, contamination free surfaces. Airframe contamination can occur both on
the ground and during flight. Contamination present whilst still on the ground
must be removed by a ground deicing process prior to flight. Should icing
conditions be encountered during flight, Aircraft Ice Protection Systems should
be activated. An ice-affected wing will almost certainly stall at a lower angle of
attack. Stall warning margins are almost always significantly reduced and the
pilot will frequently receive no notice of the impending stall.
 MACH NUMBER EFFECT
As altitude increases and air density decreases, the gap between IAS and TAS increases, until the
TAS becomes a significant proportion of the speed of sound. Eventually the airspeed over the
upper surface exceeds the local speed of sound, and shock waves form toward the trailing edge.
These shocks will eventually cause a high speed buffet but only at Mach numbers well above
Mmo. Shock waves can also form near the leading edge at a high angle of incidence and high
altitude and these will progressively limit the achievable incidence, so the stalling speed (IAS) will
increase. Therefore, if buffet occurs at high altitude it could be due to either under or over-speed,
the clue is the angle of incidence - lower than normal cruise incidence = high speed buffet, higher
than normal cruise incidence = low speed buffet (but at an IAS somewhat larger than normal low
speed stall occurs). It follows that pilots must be aware of their normal operating conditions in
order to correctly diagnose any anomaly. Note that while some modern aircraft have
stall-warning systems that adjust for Mach number, others do not and a stall as just described
can occur without an accompanying stall warning.
 PILOT’S ACTION

Pilot response to any stall warning including: At the first indication of an impending stall, the
pilot should:
● Buffeting or the activation of a stall
warning system ● Positively reduce the angle of attack
● Uncommanded roll or the inability to ● Level the wings
control roll ● Retract speed brakes if extended
● The inability to arrest descent by ● Add power/thrust as recommended by the
increasing the angle of attack (applying manufacturer.
back stick or yoke) should be instinctive ● Recover to a safe attitude, speed and
and immediate. altitude.
THANK YOU