T-tailed designs are no less stable or difficult to fly than airplanes fitted with conventional low tails or cruciform designs.
While there’s some speed buildup (Mach 2.9 on pilot Mike Melvill’s flight in June 2004), it occurs at very high altitude where air pressure is so low that there’s little frictional heating from outside airflow. Until the age of voice and flight recorders that preserved the last few hours of every commercial flight, accident investigators were sometimes puzzled by crashes that seemed almost inexplicable.
Deep stalls are most often associated with swept-wing, T-tailed airplanes, typically designs with wings mounted aft on the fuselage.
After all, would you be eager to fly your airplane at the absolute bottom of the performance envelope if you didn’t have to?
Models that fly behind canards typically enjoy a stall-immune existence—most of the time. (It’s also possible to experience a deep stall in a low-tail airplane, but that’s an extremely rare event.) Once the airplane is in the embrace of a deep stall, there may be no way to force the nose down and fly the airplane out of the stalled condition.
Among the Pipers, T-tails included the Tomahawk, Arrow IV, Lance II and Seminole, plus the turboprop Cheyenne III and 400LS.
Some pilots have also managed to recover by rocking the nose with what little elevator control remains until the angle of attack becomes so high that the nose finally falls through. Hellflight Mosh Pit Kerosene ℗ 2017 Hellflight Released on: 2017-03-20 Auto-generated by YouTube.
In this manner, a pilot may be able to escape with a semi-normal stall recovery. The good news is many general aviation designs are relatively immune to deep stalls.
She’s done all the necessary book work, she understands what causes a stall, and she demonstrated the ability to recover successfully to her examiner last November. Airplanes would sometimes mush into the ground at high descent rates but with wings level and nose 20 to 30 degrees above the horizon. If the copilot had simply released back pressure… The crew were Lt. Cdr. It’s no big secret that pilots who don’t aspire to make a living in the sky will probably have performed the last full stall they’ll ever fly on their private checkride.
The normal goal with T-tails is to mount the elevator, whether it’s contained in a stabilizer or an all-flying stabilator, up out of the wash from the fuselage and wings. My wife, Peggy, is a perfect example of a conscientious private pilot who’d just as soon never fly another stall—power-on, power-off, accelerated or any other kind—unless she’s a few feet above the ground in a landing flare.
Unless you’re a bush pilot or an aerobatic enthusiast, the answer is probably no. R Rymer (Test Pilot); B J Prior (Aerodynamicist); C J Webb (Designer); R A F Wright (Senior Observer); G R Poulter (Observer) and D J Clarke (Observer).The cause of the accident was the aircraft entering a stable stalled condition, recovery from which was impossible due to the wings blocking the airflow over the elevators on the tail. Several manufacturers tried T-tails and liked the modern, updated look of the airplane, even if there was little aerodynamic benefit. Depending upon wing location, this can place the T-tail in the airflow shadow of the wing, effectively blanking the tail and significantly reducing elevator effectiveness. If these aircraft are flown into stall conditions at extreme angles of attack, they can enter a stabilized deep stall from which it may be difficult or impossible to recover. Plane and Pilot expands upon the vast base of knowledge and experience from aviation’s most reputable influencers to inspire, educate, entertain and inform.
This is a very dangerous situation for aircraft that's why getting out of the deep stall is very difficult. Although the Airbus was in an extremely high angle of attack, it wasn’t in a deep stall.
If there’s any aircraft designer on the planet who could figure a way to harness a deep stall to his advantage, it’s Burt Rutan.