Presented by

Christopher Courtenay
Flight Safety Investigator
Airbus

STALL RECOVERY PROCEDURE

GFSC: Stall Recovery Procedure

Introduction

 Accidents following failure to recover from stall still occur.

 Wrong/Not adapted procedure often applied

Need for a procedure change

 Manufacturers and FAA discussions led to set up the FAA
Stall Recovery Working Group
 Decision to create a generic template for stall recovery,
valid for all types of aircraft, based on a key item:

APPLY NOSE DOWN PITCH

CONTROL TO REDUCE AOA
GFSC: Stall Recovery Procedure 12 January 2011 Page 1
Content

 Stall phenomenon

 AoA control

 Stall recovery

 New procedure

 Training

 Conclusion

GFSC: Stall Recovery Procedure 12 January 2011 Page 2

Content

 Stall phenomenon

 AoA control

 Stall recovery

 New procedure

 Training

 Conclusion

GFSC: Stall Recovery Procedure 12 January 2011 Page 3

Aerodynamic Review

GFSC: Stall Recovery Procedure 12 January 2011 Page 4

Lift Coefficient

Cl

AoA

• Cl has a direct relationship to AoA

For a given configuration, a given speed and a given altitude,

Lift is only linked to AoA

GFSC: Stall Recovery Procedure 12 January 2011 Page 5

Lift Coefficient

Cl 1
2

3
2

1
3

AoA

• Cl has a direct relationship to AoA

• At a given AoA, the air flow separates
from the profile, the Cl drops The wing profile is stalled

For a given aircraft configuration and speed

An aircraft stalls for a given AoA
GFSC: Stall Recovery Procedure 12 January 2011 Page 6
Stall

GFSC: Stall Recovery Procedure 12 January 2011 Page 7

Stall

•Stall is an AoA problem only

A loss of speed can result in an aircraft reaching the
stall AoA
BUT it remains an AoA issue

Stall is an AoA problem only

It is NOT directly a speed issue

GFSC: Stall Recovery Procedure 12 January 2011 Page 8

Content

 Stall phenomenon

 AoA control

 Stall recovery

 New procedure

 Training

 Conclusion

GFSC: Stall Recovery Procedure 12 January 2011 Page 9

AoA Control – Pitch control effect

The pitch control is a direct AoA command

The elevators control DIRECTLY the AoA.

A nose down command has an IMMEDIATE effect :

an AoA decrease

CG

AoA

GFSC: Stall Recovery Procedure 12 January 2011 Page 10

AoA Control – Thrust effect

• Aircraft with engines below the aircraft C of G

Thrust has a significant pitch effect

Thrust increase  AoA increase

CG

AoA

Thrust increase

GFSC: Stall Recovery Procedure 12 January 2011 Page 11

Content

 Stall phenomenon

 AoA control

 Stall recovery

 New procedure

 Training

 Conclusion

GFSC: Stall Recovery Procedure 12 January 2011 Page 13

Stall Recovery

When Aircraft is stalled

• FIRST: AoA MUST BE REDUCED

Release back pressure on stick or column
Nose down pitch input may be needed

Note : Thrust has an adverse effect on AoA

for Aircraft with engines below aircraft CG

• SECOND: When out of the stall, increase speed if needed

Smoothly increase thrust, with care due to thrust pitch effect

AoA comes first, speed second

GFSC: Stall Recovery Procedure 12 January 2011 Page 14

A380 Stall in flight test

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Stall v/s Approach to Stall

• Traditional APPROACH TO STALL training is characterized

by controlled deceleration to stall warning, followed by a
power recovery with minimum altitude loss

• Difference between an APPROACHING STALL and an

actual STALL is not easy to determine, even for specialists!

• Numerous accidents where the APPROACH TO STALL

procedure was applied whereas the aircraft was actually
STALLED

GFSC: Stall Recovery Procedure 12 January 2011 Page 16

Approach to Stall Recovery

• Classic Approach to stall procedure focuses:

– on thrust application
– minimum loss of altitude

• It is NOT appropriate for EVERY stall condition:

– Possible inability to reduce AoA with the TOGA thrust application
Recovery may require thrust reduction !!!

– Recovery from a stall may require altitude loss

A single procedure focusing on AoA

reduction is needed
GFSC: Stall Recovery Procedure 12 January 2011 Page 17
Content

 Stall phenomenon

 AoA control

 Stall recovery

 New procedure

 Training

 Conclusion

GFSC: Stall Recovery Procedure 12 January 2011 Page 18

New Procedure

• The FAA Stall Recovery Working Group issued a

generic stall recovery procedure
• Spirit of this new procedure
A generic procedure for ALL type of aircraft
One single procedure to cover ALL stall conditions
Get rid of TOGA as first action
Focus on AoA reduction

GFSC: Stall Recovery Procedure 12 January 2011 Page 19

Generic Stall Recovery Procedure

STALL WARNING OR AERODYNAMIC STALL RECOVERY PROCEDURE

Immediately do the following at the first indication of stall (buffet, stick

shaker, stick pusher, or aural or visual indication) during any flight phases
except at lift off.

1. Autopilot and autothrottle…………………………….…… Disconnect

Rationale: While maintaining the attitude of the aircraft, disconnect the autopilot
and autothrottle. Ensure the pitch attitude does not change adversely when
disconnecting the autopilot. This may be very important in mis-trim situations.
Manual control is essential to recovery in all situations. Leaving one or the
other connected may result in in-advertent changes or adjustments that may not
be easily recognized or appropriate, especially during high workload situations.

GFSC: Stall Recovery Procedure 12 January 2011 Page 20

Generic Stall Recovery Procedure

2. a) Nose down pitch control… Apply until out of stall (no longer have stall
indications)
b) Nose down pitch trim…….………………………………………..As needed

Rationale: a) The priority is reducing the angle of attack.

There have been numerous situations where flight crews did not prioritize this and
instead prioritized power and maintaining altitude. This will also address autopilot
induced full back trim.
b) If the control column does not provide the needed response, stabilizer trim may
be necessary. However, excessive use of trim can aggravate the condition, or may
result in loss of control or in high structural loads.

3. Bank………………………….…………………………………….….Wings Level

Rationale: This orientates the lift vector for recovery.

GFSC: Stall Recovery Procedure 12 January 2011 Page 21

Generic Stall Recovery Procedure

4. Thrust ……………………………………………………………….. As Needed

Rationale: During a stall recovery, many times maximum power is not needed.
When stalling, the thrust can be at idle or at high thrust, typically at high altitude.
Therefore, the thrust is to be adjusted accordingly during the recovery. For
engines installed below the wing, applying maximum thrust can create a strong
nose up pitching moment, if speed is low. For aircraft with engines mounted
above the wings, thrust application creates a helpful pitch down tendency. For
propeller driven aircraft, thrust application energizes the air flow around the wing,
assisting in stall recovery.
5. Speed Brakes…………………….………………………………………. Retract
Rationale: This will improve lift and stall margin.
6. Return to the desired flight path.
Rationale: Apply gentle action for recovery to avoid secondary stalls then return to
desired flight path.

GFSC: Stall Recovery Procedure 12 January 2011 Page 22

Airbus FBW Stall Recovery Procedure

GFSC: Stall Recovery Procedure 12 January 2011 Page 23

Content

 Stall phenomenon

 AoA control

 Stall recovery

 New procedure

 Training

 Conclusion

GFSC: Stall Recovery Procedure 12 January 2011 Page 24

Training

• What to train?

• How to train?

• Use of the curent Full Flight Simulators?

GFSC: Stall Recovery Procedure 12 January 2011 Page 25

Aircraft / Simulator Comparison

• Back to back tests performed on A340-600 and on A320 to

compare aircraft and simulator.

• Tests demonstrate that the recovery procedure where the

engines are set to max thrust while maintaining altitude may
lead to stall.

• Even if the simulators are not perfect, it is the opinion of

Airbus that, on these aircraft, stall recovery procedure with
“stick forward” can be demonstrated at Stall Warning and at
buffet onset.

GFSC: Stall Recovery Procedure 12 January 2011 Page 26

Validation methodology

• First a training profile has been established on A320 after

aircraft and simulator comparison.

• Four Airbus training pilots (TRIs) who had never been

exposed to real stalls in flight before, followed the proposed
training. Then, they performed a flight on A320, to be put in
the same situation as in the simulator: Stall Warning and
buffeting.

• Their positive reaction allowed to validated the training.

Note : Very similar profiles will exist for other Manufacturers with
necessary adaptation to the specificities of the airplanes.

GFSC: Stall Recovery Procedure 12 January 2011 Page 27

Stall Recocery Training on Current FFS

• Stall recovery training possible in FFS.

• Low altitude synthesis exercise with some
startle factor useful.

• FFS fidelity for buffet should be improved,

especially at high altitude.

• Instructor training needs to be considered

(a key issue).

GFSC: Stall Recovery Procedure 12 January 2011 Page 28

Content

 Stall phenomenon

 AoA control

 Stall recovery

 New procedure

 Training

 Conclusion

GFSC: Stall Recovery Procedure 12 January 2011 Page 29

Conclusion

• The Airbus modified stall recovery procedure has

been published mid-May and the corresponding
FCTM end of May.

• Airbus has worked together with other aircraft

manufacturers and an harmonized procedure for
stall recovery has been adopted by the FAA Stall
Recovery Training Group.

• Training procedures are now being prepared for

all aircraft types.

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