Hello
Dozy;
Re, "Quoting Owain Glyndwr:
It might not be so bad if it were not for the fact that your illustration
isn't actually representative of a modern airliner stall except at low Mach
numbers and with flaps and slats deflected.
Quoting
Dozywannabe:
"
I did say it was a generic example from basic classroom material! If not
being representative of a jet transport is a problem I'll remove it."
I might be able to provide some input here, if only obliquely to your point.
I support the views that
Owain is offering; - your example isn't representative of a jet transport and isn't even generic, basic classroom material for airline pilots.
Machinbird began a very helpful diversion in the thread by
opening the discussion about stall AoA's.
You may recall that in the second AF447 thread, entitled, "
AF447 - Search to Resume" (you can use
mm43's excellent search tool,
here),
Machinbird HN39, Chris Scott, mm43, ChristiaanJ, fdr, Gretchenfrage, CONF iture and others had a lengthy discussion on the stall, AoA's, FPA's/Pitch and so on. I think that discussion is well worth reviewing.
In response to
Machinbird, I introduced what I thought was "standard, basic knowledge" of stall AoAs as presented in Davies'
Handling the Big Jets, I discovered that my understanding of stall AoAs at high Mach Numbers and at our typical cruise altitudes was incorrect, I offered that they were around "14 - 18deg" which was what all the graphics in Davies' book indicated. They were correct, but were for the approach phase where high-lift devices were in use. AoA's as low as "5deg" had never occurred to me, and I can tell you, this was never taught or discussed in any groundschool or recurrent simulator training I had ever received - another issue.
So a very helpful discussion and exchange with
HN39 began and it changed my understanding of high altitude, swept-wing, high-Mach Number flight in transport category aircraft.
It was, I think, a re-interpretation of what we might understand in old-fashioned terms as "coffin-corner", (which, for practical reasons, does not exist for the A330).
I hope this pointer to some of our previous discussions before the crash site was discovered, is both interesting and useful. I found it refreshing to re-read many of the thoughtful contributions of the time. I think it is a good thing to do so as it lends an ongoing check on one's thoughts, as well as providing some perspective to current discussions.
Happy reading!
Cheers,
PJ2