You may notice a lag between your control inputs and the airplane's response. You might also feel the airplane start to buffet or shake just before the stall. You may feel this in the control yoke or through the airframe. This is a result of the turbulent airflow tumbling over the top of the wing.
People Also Ask
The signs of the developing stall are:
stall warning horn (if equipped)
less effective controls.
light buffet (shaking) in the stick and rudder pedals.
When an aeroplane stalls, it is not like a car – the engine does not stop. The stall is a breakdown of the smooth airflow over the wing into a turbulent one, resulting in a decrease in lift. The lift will no longer fully support the aeroplane's weight, and the aeroplane sinks.
Turbulence is a sudden and sometimes violent shift in airflow. Those irregular motions in the atmosphere create air currents that can cause passengers on an airplane to experience annoying bumps during a flight, or it can be severe enough to throw an airplane out of control. (The pilots) aren't scared at all.
Pilots know that flying safely in threatening turbulence requires slowing to VA, the maneuvering speed. This assures that the airplane will stall before its limit load factor can be exceeded. Such a stall is momentary and protects the structure against damaging loads.
The stalls that pilots practice are aerodynamic stalls not engine stalls. It happens when the critical angle of attack is exceeded. [Typically the nose is pitched up too much is what it means]. It results in airflow separation that means that the wing no longer is generating any [significant] lift.
An airplane can stall at any airspeed, including when overspeeding. Stall is not a function of speed, no matter how often we hear of “stall speed”. Stall occurs because of excessive (Critical) Angle of Attack.
Your chances of being involved in a fatal plane crash are incredibly small – around 1 in 11 million, according to Harvard researchers. While your odds of being in a plane accident are about 1 in 1.2 million, survivability rates are about 95.7% – so the odds are with you no matter how you look at it.
The idea is to get as much altitude as possible, as close to the airport as possible. So you have a relatively steep initial climb, followed by a reduction of climb angle to cruise climb and a power reduction.
Absolutely! Since stalls are an AOA (angle of attack) issue, the type of airplane doesn't matter. As Chief Pilot Daun said, “an airplane can stall at any altitude, airspeed or attitude.” So the question that comes to mind is, “how are stalls in airliners different from stalls in small airplanes?”
The bumps you experience during take off, landing and while clearing clouds is a caused by either of the two turbulence types. Add to that the speed of the airplane cutting through dense air at lower altitudes, and some bumps are expected as well as entirely normal.
From a practical point, no, a modern airliner will not lose a wing due to turbulence. Modern airlines are very tough and designed to withstand extreme turbulence. In theory, it might be possible. But to my knowledge, it has not happened to any jet airliner.
While pilots can't actually see turbulence, they often know what is coming up, thanks to reports from other planes, weather reports, and radar equipment. However, clear air turbulence (severe turbulence occurring in cloudless areas) can sometimes catch pilots off guard.
The most important thing to know is that turbulence isn't dangerous. It might be a bit uncomfortable, but your plane is built to handle the worst. Even in the most severe turbulence, your plane isn't moving nearly as much as you think!