Stall recovery for A-320
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Stall recovery procedure is the same for all airliners (unless you fly for Colgan Air, which apparently is pull up and change your flap configuration).
Push down, full power and wings level.
Push down, full power and wings level.
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Bit more specific...
Reduce your angle of attack with pitch control first, when the stall warning stops then smoothly add thrust and recover. An initial thrust reduction may be necessary to ensure you have enough pitch authority.
During this then the usual wings level, check spoilers retracted and if below FL200 then select flaps 1.
Reduce your angle of attack with pitch control first, when the stall warning stops then smoothly add thrust and recover. An initial thrust reduction may be necessary to ensure you have enough pitch authority.
During this then the usual wings level, check spoilers retracted and if below FL200 then select flaps 1.
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Hi Pensador,
The new stall recovery procedure as shown by shortfuel hasn't been incorporated into my latest copy of FCOM. 3.4.27. Abnormal Operations. Does anybody have it in theirs yet?
The new stall recovery procedure as shown by shortfuel hasn't been incorporated into my latest copy of FCOM. 3.4.27. Abnormal Operations. Does anybody have it in theirs yet?
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Airbus issued a Flight Operations Telex last May (2010) modifying their recommended stall recovery procedure for all Airbus aircraft. It is available on the Airbus site accessable by authorized company personel, but I don't know if it is on the public site or not. Your company documents may already contain the procedure via temporary revision.
Anyway, here is the applicable text:
2. DESCRIPTION
Reduction of the angle of attack must be the first immediate action upon stall recognition
(aural stall warning, buffet, …).
Therefore a nose down pitch order must be applied.
When stall indications have stopped, the flight crew can smoothly increase the thrust as
needed to increase the energy and recover the initial flight path.
Minimizing the loss of altitude is secondary to the reduction of the angle of attack.
This procedure is a memory item. It will be included in the QRH (except for A380).
3. FLIGHT OPERATIONAL RECOMMENDATIONS
Operators should implement this modified procedure upon receipt of the FOT.
4. TRAINING ADVICES
Academic training: Airbus recommends that the academic information of this subject be
made available to all pilots, as soon as possible. A PowerPoint presentation will be available
on the Airbus World portal.
Type rating training: The modified procedure has to be applied for all stall recovery
procedures (including previous reference to approach to stall training).
Recurrent training: Airbus recommends to review the procedure in the next recurrent
training cycle to reinforce the application of the procedure.
Additionally the FAA stall training group will provide detailed guidance on stall training
technique by the end of September 2010.
Anyway, here is the applicable text:
2. DESCRIPTION
Reduction of the angle of attack must be the first immediate action upon stall recognition
(aural stall warning, buffet, …).
Therefore a nose down pitch order must be applied.
When stall indications have stopped, the flight crew can smoothly increase the thrust as
needed to increase the energy and recover the initial flight path.
Minimizing the loss of altitude is secondary to the reduction of the angle of attack.
This procedure is a memory item. It will be included in the QRH (except for A380).
3. FLIGHT OPERATIONAL RECOMMENDATIONS
Operators should implement this modified procedure upon receipt of the FOT.
4. TRAINING ADVICES
Academic training: Airbus recommends that the academic information of this subject be
made available to all pilots, as soon as possible. A PowerPoint presentation will be available
on the Airbus World portal.
Type rating training: The modified procedure has to be applied for all stall recovery
procedures (including previous reference to approach to stall training).
Recurrent training: Airbus recommends to review the procedure in the next recurrent
training cycle to reinforce the application of the procedure.
Additionally the FAA stall training group will provide detailed guidance on stall training
technique by the end of September 2010.
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The QRH related TR page 1/3 says that this procedure is now provided in FCOM 3 Operating Techiques...but it's not...worse FCOM 3.04.27 p5A still shows the old procedure...bravo Airbus.
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Hi Pugilistic Animus,
It's not just Airbus - it's also Boeing, after several incidents involving LOC during attempted recovery from a stall using inappropriate application of TOGA power.
e.g. see AAIB
It's not just Airbus - it's also Boeing, after several incidents involving LOC during attempted recovery from a stall using inappropriate application of TOGA power.
e.g. see AAIB
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I can see the next crash when an aircraft has stall indications at 200 ft and you lower the nose until they go away before adding power. Pilots who want to live don't recover that way. Do not add go around power but all you can apply without the nose pitching up deepening the stall. Not adding power in synch with lowering the nose costs altitude. Sometimes you don't have any to lose before hitting the ground. Automation probably can't do it but a competent pilot can.
when an aircraft has stall indications at 200 ft
but a competent pilot can.
Another poor attempt from me at ironic humor...that's is the basic stall recovery technique since that 1903 flight
when I post I like add some form of irony, sarcasm or a joke...guess who was the high school class clown or ass depending on your perspective
at university, however, even my professors felt I should lighten up
when I post I like add some form of irony, sarcasm or a joke...guess who was the high school class clown or ass depending on your perspective
at university, however, even my professors felt I should lighten up
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Here we go again.
Nomenclature. First, the A320 "family" does not let the flying pilot put it into a near-stall situation. So the only time you need to recover from a stall is if a gust or some such adverse weather actually stalled the airplane.
What is described by shortfuel and, apparently, the manual designers as "stall recovery" is a set of procedures to be followed when indications of impending stall are noted (stall warning, buffet). I would prefer to call these by what I take to be the more accurate term "approach-to-stall recovery", amongst other things to avoid confusion over the aerodynamic state of the aircraft in the situation in which they are applied, which confusion occurred most notably in this thread .
The procedures have apparently recently changed. I have before me a copy of a page from the A330 FCOM for a specific airline from 2009, 3.04.27 P 5a, which describes "STALL WARNING", not stall "recovery". There are two sets of procedures highlighted, but in fact there are three described.
The two highlighted are "At lift-off" and "During any other flight phases after lift-off". The third is at the end: "The aural stall warning may also sound at high altitude, where it warns that the aircraft is approaching the angle of attack for the onset of buffet." All three procedures are different.
For the two highlighted, procedure was:
*Thrust levers to TOGA, and
at the same time
* Pitch attitude to 12.5° (lift-off) resp. "reduce" (other phases);
* Roll wings level
* Check speed brakes retracted
For the third, high-altitude, there is a cursive description, not a checklist. The pilot is to reduce back-pressure on the stick, and reduce bank angle if necessary. When the warning stops, the pilot may increase back pressure again, if necessary, to return to the trajectory.
It seems to me that this high-altitude advice is predicated on cruise airspeeds (i.e. between Mach 0.78 and Mach 0.86) and the stall warning being due to manoeuvring and gust encounter at the same time.
I guess recent changes de-prioritised TOGA thrust (thrust modification is not mentioned for the high-altitude case). It may be that results of the investigation into the Perpignan accident influenced the new procedures.
PBL
Nomenclature. First, the A320 "family" does not let the flying pilot put it into a near-stall situation. So the only time you need to recover from a stall is if a gust or some such adverse weather actually stalled the airplane.
What is described by shortfuel and, apparently, the manual designers as "stall recovery" is a set of procedures to be followed when indications of impending stall are noted (stall warning, buffet). I would prefer to call these by what I take to be the more accurate term "approach-to-stall recovery", amongst other things to avoid confusion over the aerodynamic state of the aircraft in the situation in which they are applied, which confusion occurred most notably in this thread .
The procedures have apparently recently changed. I have before me a copy of a page from the A330 FCOM for a specific airline from 2009, 3.04.27 P 5a, which describes "STALL WARNING", not stall "recovery". There are two sets of procedures highlighted, but in fact there are three described.
The two highlighted are "At lift-off" and "During any other flight phases after lift-off". The third is at the end: "The aural stall warning may also sound at high altitude, where it warns that the aircraft is approaching the angle of attack for the onset of buffet." All three procedures are different.
For the two highlighted, procedure was:
*Thrust levers to TOGA, and
at the same time
* Pitch attitude to 12.5° (lift-off) resp. "reduce" (other phases);
* Roll wings level
* Check speed brakes retracted
For the third, high-altitude, there is a cursive description, not a checklist. The pilot is to reduce back-pressure on the stick, and reduce bank angle if necessary. When the warning stops, the pilot may increase back pressure again, if necessary, to return to the trajectory.
It seems to me that this high-altitude advice is predicated on cruise airspeeds (i.e. between Mach 0.78 and Mach 0.86) and the stall warning being due to manoeuvring and gust encounter at the same time.
I guess recent changes de-prioritised TOGA thrust (thrust modification is not mentioned for the high-altitude case). It may be that results of the investigation into the Perpignan accident influenced the new procedures.
PBL
