Stall (fluid dynamics) - Knowledge (XXG)

282:, as the stall is reached, the aircraft will start to descend (because the wing is no longer producing enough lift to support the aircraft's weight) and the nose will pitch down. Recovery from the stall involves lowering the aircraft nose, to decrease the angle of attack and increase the air speed, until smooth air-flow over the wing is restored. Normal flight can be resumed once recovery is complete. The maneuver is normally quite safe, and, if correctly handled, leads to only a small loss in altitude (20–30 m/66–98 ft). It is taught and practised in order for pilots to recognize, avoid, and recover from stalling the aircraft. A pilot is required to demonstrate competency in controlling an aircraft during and after a stall for certification in the United States, and it is a routine maneuver for pilots when getting to know the handling of an unfamiliar aircraft type. The only dangerous aspect of a stall is a lack of altitude for recovery. 342:. When the aircraft were sold to a civil operator they had to be fitted with a stick pusher to meet the civil requirements. Some aircraft may naturally have very good behaviour well beyond what is required. For example, first generation jet transports have been described as having an immaculate nose drop at the stall. Loss of lift on one wing is acceptable as long as the roll, including during stall recovery, doesn't exceed about 20 degrees, or in turning flight the roll shall not exceed 90 degrees bank. If pre-stall warning followed by nose drop and limited wing drop are naturally not present or are deemed to be unacceptably marginal by an Airworthiness authority the stalling behaviour has to be made good enough with airframe modifications or devices such as a stick shaker and pusher. These are described in "Warning and safety devices". 306:. A spin can occur if an aircraft is stalled and there is an asymmetric yawing moment applied to it. This yawing moment can be aerodynamic (sideslip angle, rudder, adverse yaw from the ailerons), thrust related (p-factor, one engine inoperative on a multi-engine non-centreline thrust aircraft), or from less likely sources such as severe turbulence. The net effect is that one wing is stalled before the other and the aircraft descends rapidly while rotating, and some aircraft cannot recover from this condition without correct pilot control inputs (which must stop yaw) and loading. A new solution to the problem of difficult (or impossible) stall-spin recovery is provided by the 1417:", are both pressure-differential instruments that display margin above stall and/or angle of attack on an instantaneous, continuous readout. The General Technics CYA-100 displays true angle of attack via a magnetically coupled vane. An AOA indicator provides a visual display of the amount of available lift throughout its slow-speed envelope regardless of the many variables that act upon an aircraft. This indicator is immediately responsive to changes in speed, angle of attack, and wind conditions, and automatically compensates for aircraft weight, altitude, and temperature. 22: 165:

the wing while the rest of the flow over the wing remains attached. As angle of attack increases, the separated regions on the top of the wing increase in size as the flow separation moves forward, and this hinders the ability of the wing to create lift. This is shown by the reduction in lift-slope on a Cl~alpha curve as the lift nears its maximum value. The separated flow usually causes buffeting. Beyond the critical angle of attack, separated flow is so dominant that additional increases in angle of attack cause the lift to fall from its peak value.

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turning steeply or pulling out of a dive. In these cases, the wings are already operating at a higher angle of attack to create the necessary force (derived from lift) to accelerate in the desired direction. Increasing the g-loading still further, by pulling back on the controls, can cause the stalling angle to be exceeded, even though the aircraft is flying at a high speed. These "high-speed stalls" produce the same buffeting characteristics as 1g stalls and can also initiate a spin if there is also any yawing.

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on high-lift wings, and the introduction of rear-mounted engines and high-set tailplanes on the next generation of jet transports, also introduced unacceptable stall behaviour. The probability of achieving the stall speed inadvertently, a potentially hazardous event, had been calculated, in 1965, at about once in every 100,000 flights, often enough to justify the cost of development of warning devices, such as stick shakers, and devices to automatically provide an adequate nose-down pitch, such as stick pushers.

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airfoil for longer because the inertial forces are dominant with respect to the viscous forces which are responsible for the flow separation ultimately leading to the aerodynamic stall. For this reason wind tunnel results carried out at lower speeds and on smaller scale models of the real life counterparts often tend to overestimate the aerodynamic stall angle of attack. High-pressure wind tunnels are one solution to this problem.

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inboard. This causes pitch-up after the stall and entry to a super-stall on those aircraft with super-stall characteristics. Span-wise flow of the boundary layer is also present on swept wings and causes tip stall. The amount of boundary layer air flowing outboard can be reduced by generating vortices with a leading-edge device such as a fence, notch, saw tooth or a set of vortex generators behind the leading edge.

362: 939: 126: 190: 442: 587:, and so the angle of attack, will have to be higher than it would be in straight and level flight at the same speed. Therefore, given that the stall always occurs at the same critical angle of attack, by increasing the load factor (e.g. by tightening the turn) the critical angle will be reached at a higher airspeed: 1446:

Most military combat aircraft have an angle of attack indicator among the pilot's instruments, which lets the pilot know precisely how close to the stall point the aircraft is. Modern airliner instrumentation may also measure angle of attack, although this information may not be directly displayed on

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subject to a high angle of attack and a three-dimensional flow. When the angle of attack on an airfoil is increasing rapidly, the flow will remain substantially attached to the airfoil to a significantly higher angle of attack than can be achieved in steady-state conditions. As a result, the stall is

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business jet crashed after initially entering a deep stall from 17,000 ft and having both engines flame-out. It recovered from the deep stall after deploying the anti-spin parachute but crashed after being unable to jettison the chute or relight the engines. One of the test pilots was unable to

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G-ASHG, during stall flight tests before the type was modified to prevent a locked-in deep-stall condition, descended at over 10,000 feet per minute (50 m/s) and struck the ground in a flat attitude moving only 70 feet (20 m) forward after initial impact. Sketches showing how the wing wake

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for a deep stall locked-in condition occurs well beyond the normal stall but can be attained very rapidly, as the aircraft is unstable beyond the normal stall and requires immediate action to arrest it. The loss of lift causes high sink rates, which, together with the low forward speed at the normal

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stall) and during landing (base to final turn) because of insufficient airspeed during these maneuvers. Stalls also occur during a go-around manoeuvre if the pilot does not properly respond to the out-of-trim situation resulting from the transition from low power setting to high power setting at low

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Piston-engined and early jet transports had very good stall behaviour with pre-stall buffet warning and, if ignored, a straight nose-drop for a natural recovery. Wing developments that came with the introduction of turbo-prop engines introduced unacceptable stall behaviour. Leading-edge developments

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which, in turn, is caused by the air flowing against a rising pressure. Whitford describes three types of stall: trailing-edge, leading-edge and thin-aerofoil, each with distinctive Cl~alpha features. For the trailing-edge stall, separation begins at small angles of attack near the trailing edge of

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over part of an aircraft's wing to reduce the lift it generates, increase the drag, and allow the aircraft to descend more rapidly without gaining speed. Spoilers are also deployed asymmetrically (one wing only) to enhance roll control. Spoilers can also be used on aborted take-offs and after main

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is used for pitch control, rather than an aft tail, the canard is designed to meet the airflow at a slightly greater angle of attack than the wing. Therefore, when the aircraft pitch increases abnormally, the canard will usually stall first, causing the nose to drop and so preventing the wing from

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configuration and rear-mounted engines. In these designs, the turbulent wake of a stalled main wing, nacelle-pylon wakes and the wake from the fuselage "blanket" the horizontal stabilizer, rendering the elevators ineffective and preventing the aircraft from recovering from the stall. Aircraft with

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is flying close to its stall speed, the sudden application of full power may cause it to roll, creating the same aerodynamic conditions that induce an accelerated stall in turning flight even if the pilot did not deliberately initiate a turn. Pilots of such aircraft are trained to avoid sudden and

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In general, steady operation of an aircraft at an angle of attack above the critical angle is not possible because, after exceeding the critical angle, the loss of lift from the wing causes the nose of the aircraft to fall, reducing the angle of attack again. This nose drop, independent of control

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Spoilers can also be thought of as "lift reducers" because they reduce the lift of the wing in which the spoiler resides. For example, an uncommanded roll to the left could be reversed by raising the right wing spoiler (or only a few of the spoilers present in large airliner wings). This has the

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Stalls occur not only at slow airspeed, but at any speed when the wings exceed their critical angle of attack. Attempting to increase the angle of attack at 1g by moving the control column back normally causes the aircraft to climb. However, aircraft often experience higher g-forces, such as when

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Dynamic stall is an effect most associated with helicopters and flapping wings, though also occurs in wind turbines, and due to gusting airflow. During forward flight, some regions of a helicopter blade may incur flow that reverses (compared to the direction of blade movement), and thus includes

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to be shed from the leading edge of the aerofoil, and travel backwards above the wing. The vortex, containing high-velocity airflows, briefly increases the lift produced by the wing. As soon as it passes behind the trailing edge, however, the lift reduces dramatically, and the wing is in normal

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regime (or scale speed) as in free flight. The separation of flow from the upper wing surface at high angles of attack is quite different at low Reynolds number from that at the high Reynolds numbers of real aircraft. In particular at high Reynolds numbers the flow tends to stay attached to the

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The graph shows that the greatest amount of lift is produced as the critical angle of attack is reached (which in early-20th century aviation was called the "burble point"). This angle is 17.5 degrees in this case, but it varies from airfoil to airfoil. In particular, for aerodynamically thick

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is a small sharp-edged device that, when attached to the leading edge of a wing, encourages the stall to start there in preference to any other location on the wing. If attached close to the wing root, it makes the stall gentle and progressive; if attached near the wing tip, it encourages the

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to reduce its angle of attack. The root can also be modified with a suitable leading-edge and airfoil section to make sure it stalls before the tip. However, when taken beyond stalling incidence the tips may still become fully stalled before the inner wing despite initial separation occurring

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Series 10 by Schaufele. These values are from wind-tunnel tests for an early design. The final design had no locked-in trim point, so recovery from the deep stall region was possible, as required to meet certification rules. Normal stall beginning at the "g break" (sudden decrease of the

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before the root. The position of a swept wing along the fuselage has to be such that the lift from the wing root, well forward of the aircraft center of gravity (c.g.), must be balanced by the wing tip, well aft of the c.g. If the tip stalls first the balance of the aircraft is upset causing

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effectiveness is reduced, rendering the plane difficult to control and increasing the risk of a spin. Post stall, steady flight beyond the stalling angle (where the coefficient of lift is largest) requires engine thrust to replace lift, as well as alternative controls to replace the loss of

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A swept wing has a higher lift coefficient on its outer panels than on the inner wing, causing them to reach their maximum lift capability first and to stall first. This is caused by the downwash pattern associated with swept/tapered wings. To delay tip stall the outboard wing is given

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attitude or bank angle or at any airspeed but deliberate stalling is commonly practiced by reducing the speed to the unaccelerated stall speed, at a safe altitude. Unaccelerated (1g) stall speed varies on different fixed-wing aircraft and is represented by colour codes on the

141:. If the angle of attack increases beyond the critical value, the lift decreases and the aircraft descends, further increasing the angle of attack and causing further loss of lift. The critical angle of attack is dependent upon the airfoil section or profile of the wing, its 377:. This speed is called the "stall speed". An aircraft flying at its stall speed cannot climb, and an aircraft flying below its stall speed cannot stop descending. Any attempt to do so by increasing angle of attack, without first increasing airspeed, will result in a stall. 1214:

blamed an unrecoverable deep stall, since it descended in an almost flat attitude (15°) at an angle of attack of 35° or more. However, it was held in a stalled glide by the pilots, who held the nose up amid all the confusion of what was actually happening to the aircraft.

237:, but fewer aircraft have an angle of attack indicator. An aircraft's stalling speed is published by the manufacturer (and is required for certification by flight testing) for a range of weights and flap positions, but the stalling angle of attack is not published. 351: 1136:

blankets the tail may be misleading if they imply that deep stall requires a high body angle. Taylor and Ray show how the aircraft attitude in the deep stall is relatively flat, even less than during the normal stall, with very high negative flight-path angles.

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was lost to a "stable stall" on 23 March 1962. It had been clearing the fixed droop leading edge with the test being stall approach, landing configuration, C of G aft. The brake parachute had not been streamed, as it may have hindered rear crew escape.

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is equal to 1g. However, if the aircraft is turning or pulling up from a dive, additional lift is required to provide the vertical or lateral acceleration, and so the stall speed is higher. An accelerated stall is a stall that occurs under such conditions.

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Unlike powered airplanes, which can control descent by increasing or decreasing thrust, gliders have to increase drag to increase the rate of descent. In high-performance gliders, spoiler deployment is extensively used to control the approach to landing.

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to the outboard wing prevented the aircraft from getting into a deep stall. The Piper Advanced Technologies PAT-1, N15PT, another canard-configured aircraft, also crashed in an accident attributed to a deep stall. Wind-tunnel testing of the design at the

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As speed reduces, angle of attack has to increase to keep lift constant until the critical angle is reached. The airspeed at which this angle is reached is the (1g, unaccelerated) stalling speed of the aircraft in that particular configuration. Deploying

286: 1535:" configuration. This purportedly made recoveries from stalls easier and more gentle. The design allegedly saved the brothers' lives more than once. Although, canard configurations, without careful design, can actually make a stall unrecoverable. 180:

of a stalled wing, may develop. A spin follows departures in roll, yaw and pitch from balanced flight. For example, a roll is naturally damped with an unstalled wing, but with wings stalled the damping moment is replaced with a propelling moment.

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is a mechanical device that prevents the pilot from stalling an aircraft. It pushes the elevator control forward as the stall is approached, causing a reduction in the angle of attack. In generic terms, a stick pusher is known as a

1150:) was lost in a crash on 11 June 1953 to a "locked-in" stall. However, Waterton states that the trimming tailplane was found to be the wrong way for recovery. Low-speed handling tests were being done to assess a new wing. 2796:"Applied Aerodynamics at the Douglas Aircraft Company-A Historical Perspective". Roger D. Schaufele, 37th AIAA Aerospace Sciences Meeting and Exhibit, January 11–14, 1999/Reno, NV. Fig. 26. Deep Stall Pitching Moments. 1440:

reaching its critical AOA. Thus, the risk of main-wing stalling is greatly reduced. However, if the main wing stalls, recovery becomes difficult, as the canard is more deeply stalled, and angle of attack increases rapidly.

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Deep stalls can occur at apparently normal pitch attitudes, if the aircraft is descending quickly enough. The airflow is coming from below, so the angle of attack is increased. Early speculation on reasons for the crash of

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are often experienced as a sudden reduction in lift. It may be caused either by the pilot increasing the wing's angle of attack or by a decrease in the critical angle of attack. The latter may be due to slowing down (below

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Handling the Big Jets: An Explanation of the Significant Differences in Flying Qualities Between Jet Transport Aeroplanes and Piston Engined Transport Aeroplanes, Together with Some Other Aspects of Jet Transport

210:. Symmetric airfoils have lower critical angles (but also work efficiently in inverted flight). The graph shows that, as the angle of attack exceeds the critical angle, the lift produced by the airfoil decreases. 1431:

Blockage, damage, or inoperation of stall and angle of attack (AOA) probes can lead to unreliability of the stall warning and cause the stick pusher, overspeed warning, autopilot, and yaw damper to malfunction.

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entered a deep stall in a flight test, but the pilot was able to rock the airplane to increasingly higher bank angles until the nose finally fell through and normal control response was recovered. The crash of

373:. However, the slower an aircraft flies, the greater the angle of attack it needs to produce lift equal to the aircraft's weight. As the speed decreases further, at some point this angle will be equal to the 271:. As the plane flies at this speed, the angle of attack must be increased to prevent any loss of altitude or gain in airspeed (which corresponds to the stall angle described above). The pilot will notice the 1021:

that pitch control effectiveness is reduced by the wing and nacelle wakes. He also gives a definition that relates deep stall to a locked-in condition where recovery is impossible. This is a single value of

2216: 910:—may rely almost entirely on dynamic stall for lift production, provided the oscillations are fast compared to the speed of flight, and the angle of the wing changes rapidly compared to airflow direction. 1173:(see below) to clearly warn the pilot of an impending stall. Stick shakers are now a standard part of commercial airliners. Nevertheless, the problem continues to cause accidents; on 3 June 1966, a 2394: 1188:) crash – known as the "Staines Disaster" – on 18 June 1972, when the crew failed to notice the conditions and had disabled the stall-recovery system. On 3 April 1980, a prototype of the 635: 2127: 289: 294: 292: 288: 287: 293: 3235: 1875: 1424:

or an "alpha limiter" is a flight computer that automatically prevents pilot input from causing the plane to rise over the stall angle. Some alpha limiters can be disabled by the pilot.

117:, this article discusses stalls as they relate mainly to aircraft, in particular fixed-wing aircraft. The principles of stall discussed here translate to foils in other fluids as well. 88:

on the wings (especially if the ice is rough). A stall does not mean that the engine(s) have stopped working, or that the aircraft has stopped moving—the effect is the same even in an

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If an aft tail is used, the wing is designed to stall before the tail. In this case, the wing can be flown at higher lift coefficient (closer to stall) to produce more overall lift.

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into the free stream. As the name implies, they energize the boundary layer by mixing free stream airflow with boundary layer flow, thereby creating vortices, this increases the

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Different aircraft types have different stalling characteristics but they only have to be good enough to satisfy their particular Airworthiness authority. For example, the

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and aviation such that if the angle of attack on an aircraft increases beyond a certain point, then lift begins to decrease. The angle at which this occurs is called the

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as the stall speed is approached. The majority of aircraft contain some form of this device that warns the pilot of an impending stall. The simplest such device is a

1803: 3192: 2205: 1129: 1108: 1040: 1019: 507: 2779:"Low Speed Handling with Special Reference to the Super Stall". Trubshaw, Appendix III in "Trubshaw Test Pilot" Trubshaw and Edmondson, Sutton Publishing 1998, 771: 751: 719: 577: 555: 533: 1279:

Fixed-wing aircraft can be equipped with devices to prevent or postpone a stall or to make it less (or in some cases more) severe, or to make recovery easier.

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Dynamic stall is a non-linear unsteady aerodynamic effect that occurs when airfoils rapidly change the angle of attack. The rapid change can cause a strong

2916:"Report on the Accident to B.A.C. One-Eleven G-ASHG at Cratt Hill, near Chicklade, Wiltshire on 22nd October 1963", Ministry of Aviation C.A.P. 219, 1965. 3135: 2766: 1901: 1829: 2904: 1527:

encountered stalls for the first time in 1901, while flying his second glider. Awareness of Lilienthal's accident and Wilbur's experience motivated the

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have become less responsive and may also notice some buffeting, a result of the turbulent air separated from the wing hitting the tail of the aircraft.

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drastic increases in power at low altitude and low airspeed, as an accelerated stall under these conditions is very difficult to safely recover from.

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Khalifa, Nabil M.; Rezaei, Amir S.; Taha, Haithem E. (2021). "Comparing the performance of different turbulence models in predicting dynamic stall".

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the pilot's display, instead driving a stall warning indicator or giving performance information to the flight computer (for fly-by-wire systems).

402:: The stall speed or minimum steady flight speed in landing configuration. The zero-thrust stall speed at the most extended landing flap setting. 3301: 409:: The stall speed or minimum steady flight speed obtained in a specified configuration. The zero thrust stall speed at a specified flap setting. 217:. Because aircraft models are normally used, rather than full-size machines, special care is needed to make sure that data is taken in the same 3516: 3239: 1879: 229:

This graph shows the stall angle, yet in practice most pilot operating handbooks (POH) or generic flight manuals describe stalling in terms of

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delayed momentarily and a lift coefficient significantly higher than the steady-state maximum is achieved. The effect was first noticed on

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An example of the relationship between angle of attack and lift on a cambered airfoil. The exact relationship is usually measured in a

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Buchner, A. J.; Soria, J. (2015). "Measurements of the flow due to a rapidly pitching plate using time resolved high resolution PIV".

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The actual stall speed will vary depending on the airplane's weight, altitude, configuration, and vertical and lateral acceleration.

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Stall warning systems often involve inputs from a broad range of sensors and systems to include a dedicated angle of attack sensor.

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in the boundary layer. By increasing the momentum of the boundary layer, airflow separation and the resulting stall may be delayed.

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to stall before the wing tip. This makes the stall gentle and progressive. Since the stall is delayed at the wing tips, where the

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An airspeed indicator, for the purpose of flight-testing, may have the following markings: the bottom of the white arc indicates V

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Tester Zero One – The making Of A Test Pilot, Wg. Cdr. J.A. "Robby" Robinson AFC, FRAeS, RAF (Retd) 2007, Old Forge Publishing,

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advantage of avoiding the need to increase lift in the wing that is dropping (which may bring that wing closer to stalling).

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are generally resistant to deep stalls, because the prop wash increases airflow over the wing root, but may be fitted with a

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Diagrammatic representation of a deep stall. Normal flight (above), Deep stall condition - T-tail in "shadow" of wing (below)

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G-ASHG on 22 October 1963, which killed its crew. This led to changes to the aircraft, including the installation of a

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which, he hoped, would be unable to stall and which therefore would be safer than aeroplanes. In developing the resulting "

593: 3506: 2537: 1659: 1469: 1464:) are sometimes performed at airshows. The highest angle of attack in sustained flight so far demonstrated was 70° in the 1807: 445:

Illustration of a turning flight stall, occurring during a co-ordinated turn with progressively increasing angle of bank.

3196: 2828:"A Systematic Study of the Factors Contributing to Post-Stall Longitudinal Stability of T-Tail Transport Configurations" 2734: 2668:"A Systematic Study of the Factors Contributing to Post-Stall Longitudinal Stability of T-Tail Transport Configurations" 1654: 1619: 1577: 1231: 1178: 1498:(sometimes called lift dumpers), however, are devices that are intentionally deployed to create a carefully controlled 1139:

Effects similar to deep stall had been known to occur on some aircraft designs before the term was coined. A prototype

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and depends on the airfoil section. The relationship for an aircraft wing depends on the planform and its aspect ratio.

2808:"Accident Report No. EW/C/039, Appendix IV in "Trubshaw Test Pilot". Trubshaw and Edmondson, Sutton Publishing 1998, 2515: 146: 21: 1045:

Typical values both for the range of deep stall, as defined above, and the locked-in trim point are given for the

3511: 3279: 2656:"Aerodynamic Design Features of the DC-9" Shevell and Schaufele, J. Aircraft Vol. 3, No. 6, Nov–Dec 1966, p. 518. 1634: 1629: 1051: 454: 1639: 374: 61: 3436: 3501: 1174: 984: 104: 1649: 1346: 142: 53: 3113: 1330:, tiny strips of metal or plastic placed on top of the wing near the leading edge that protrude past the 3323: 3089: 2827: 2667: 1644: 1597: 1495: 1485: 1211: 207: 1287:

can be introduced to the wing with the leading edge near the wing tip twisted downward. This is called

395:: Stall speed: the speed at which the airplane exhibits those qualities accepted as defining the stall. 64:. The critical angle of attack is typically about 15°, but it may vary significantly depending on the 3305: 2564: 1547: 1532: 1473: 1436: 1218: 1057: 919: 314: 302:

A special form of asymmetric stall in which the aircraft also rotates about its yaw axis is called a

149:, and other factors, but is typically in the range of 8 to 20 degrees relative to the incoming wind ( 1503:

wheel contact on landing to increase the aircraft's weight on its wheels for better braking action.

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rapidly changing angles of attack. Oscillating (flapping) wings, such as those of insects like the

646: 307: 303: 259: 173: 76: 675: 3032: 2582: 2494: 1267: 1262:. Swept wings have to incorporate features which prevent pitch-up caused by premature tip stall. 1238: 980: 943: 786: 268: 234: 3345: 2974: 2926: 2265: 3477: 3463: 3442: 3422: 3261: 3175: 3149: 3129: 3037: 2957: 2900: 2809: 2780: 2760: 2607: 2601: 2531: 2484: 2307: 2244: 2178: 2107: 2077: 2051: 2034: 2017: 1991: 1956: 1895: 1858: 1823: 1786: 1766: 1725: 1717: 1697: 1539: 1226: 474: 245:/slats decreases the stall speed to allow the aircraft to take off and land at a lower speed. 2635: 2572: 2476: 2453: 1587: 1582: 1326: 1319: 1194: 1042:, for a given aircraft configuration, where there is no pitching moment, i.e. a trim point. 584: 319: 203: 154: 96: 89: 85: 49: 3174:

Flightwise – Principles Of Aircraft Flight, Chris Carpenter 1996, Airlife Publishing Ltd.,

2103: 3096: 2887: 2387:"Part 23 – Airworthiness Standards: §23.203 Turning flight and accelerated turning stalls" 1572: 1528: 1520: 1499: 1140: 1087:, deep stall started at about 30°, and the locked-in unrecoverable trim point was at 47°. 880:

A notable example of an air accident involving a low-altitude turning flight stall is the

873: 483: 354: 339: 242: 218: 161: 92: 69: 57: 33: 25: 2956:"Winging It The Making Of The Canadair Challenger". Stuart Logie, Macmillan Canada 1992, 1114: 1093: 1025: 1004: 206:

ratios of around 10%), the critical angle is higher than with a thin airfoil of the same

153:) for most subsonic airfoils. The critical angle of attack is the angle of attack on the 3064: 2855: 2568: 3319: 2369: 2067:

Handling The Big Jets – Third Edition 1971, D.P.Davies, Civil Aviation Authority, p.113

1331: 998: 988: 756: 736: 704: 562: 540: 518: 279: 41: 3260:"Airplane stability and control" by Malcolm J. Abzug, E. Eugene Larrabee. Chapter 17. 2553:"Dynamic stall in vertical axis wind turbines: Scaling and topological considerations" 1380:

is a mechanical device that shakes the pilot's controls to warn of the onset of stall.

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The information in a graph of this kind is gathered using a model of the airfoil in a

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versus angle-of-attack (Cl~alpha) curve at which the maximum lift coefficient occurs.

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The system approach to spin/stall parachute recovery systems–a five year update

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aircraft crashed due to locked-in deep stalls. Testing revealed that the addition of

951: 726: 335: 150: 2899:"The Handley Page Victor Volume 2". Roger R. Brooks, Pen & Sword Aviation 2007, 2418:"Keeping the props turning: Biennial event maintains mu-2 pilot skills, camaraderie" 865:

only, that is, a turning flight stall where the airspeed decreases at a given rate.

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and the square root of the load factor. It derives from the trigonometric relation (

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or frost creating a rougher surface, and heavier airframe due to ice accumulation.

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or controlled flight with wings stalled by replacing lost wing lift with engine or

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Handling The Big Jets – Third Edition, D.P.Davies, Civil Aviation Authority, p.121

2975:"ASN Aircraft accident Canadair CL-600-2B19 Regional Jet CRJ-100 C-FCRJ Byers, KS" 361: 2870:"The Quick and the Dead". W. A. Waterton, Frederick Mueller, London 1956, p. 216. 2171: 3148:

Fundamentals Of Flight – Second Edition, Richard S.Shevell, Prentice Hall 1983,

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gives a broad definition of deep stall as penetrating to such angles of attack

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was lost in flight testing due to a deep stall. It has been reported that a

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The airspeed indicator is often used to indirectly predict stall conditions.

125: 2927:"ASN Aircraft accident Hawker Siddeley HS-121 Trident 1C G-ARPY Felthorpe" 868:

The tendency of powerful propeller aircraft to roll in reaction to engine

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Test Pilot, Brian Trubshaw With Sally Edmondson 1998, Sutton Publishing,

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escape from the aircraft in time and was killed. On 26 July 1993, a

1166: 1132: 967: 914: 730: 370: 230: 114: 100: 2480: 1456: 1296: 930: 725:

The table that follows gives some examples of the relation between the

189: 29: 3287: 3441:(2nd ed.). New York: Skyhorse Publishing. pp. 4-1 to 4-16. 1403: 1399: 1388: 1350: 976: 971: 898: 869: 470: 338:

heavy freighter had a marginal nose drop which was acceptable to the

107: 3090:

Schweizer-1-36 index: Schweizer SGS 1–36 Photo Gallery Contact Sheet

3078:

Some Aerodynamic Considerations For Advanced Aircraft Configurations

453:

values above, always refers to straight and level flight, where the

3223:

Flight Test Guide for Certification of Transport Category Airplanes

1845:– Third Edition, D.P. Davies, Civil Aviation Authority, pp. 113–115 1460:

effectiveness of the ailerons. Short-term stalls at 90–120° (e.g.

1413:

for light aircraft, the "AlphaSystemsAOA" and a nearly identical "

992: 937: 929: 872:

creates a risk of accelerated stalls. When an aircraft such as an

360: 349: 284: 188: 124: 65: 20: 2600:

Burton, Tony; David Sharpe; Nick Jenkins; Ervin Bossanyi (2001).

172:

When the mean angle of attack of the wings is beyond the stall a

1465: 1242: 947: 417:

at maximum weight, while the bottom of the green arc indicates V

1554:" aircraft, he solved many engineering problems which made the 384:

reduces the stall speed by energizing the flow over the wings.

226:

inputs, indicates the pilot has actually stalled the aircraft.

1740:

USAF & NATO Report RTO-TR-015 AC/323/(HFM-015)/TP-1 (2001)

1181:; deep stall is suspected to be cause of another Trident (the 113:

Because stalls are most commonly discussed in connection with

3414:

USAF & NATO Report RTO-TR-015 AC/323/(HFM-015)/TP-1 (2001

1714:

Vectored Propulsion, Supermaneuverability, and Robot Aircraft

853:(FAA) terminology, the above example illustrates a so-called 1221:

aircraft are also at risk of getting into a deep stall. Two

2551:

Buchner, A-J.; Soria, J.; Honnery, D.; Smits, A.J. (2018).

1161:

The name "deep stall" first came into widespread use after

433:

speeds must be demonstrated empirically by flight testing.

318:

speed. Stall speed is increased when the wing surfaces are

3361:"What Are Canards, And Why Don't More Aircraft Have Them?" 2826:

Taylor, Robert T. & Edward J. Ray (15 November 1965).

2666:

Taylor, Robert T. & Edward J. Ray (15 November 1965).

1783:

Understanding Aerodynamics – Arguing From The Real Physics

1917:

Low-Speed Aerodynamics: From Wing Theory to Panel Methods

2128:"Pilot's Handbook of Aeronautical Knowledge – Chapter 4" 1765:, Ray Whitford 1987, Jane's Publishing Company limited, 357:

of a fast aeroplane. Left edge is the stall speed curve.

699:= stall speed of the aircraft in straight, level flight 313:

The most common stall-spin scenarios occur on takeoff (

3236:"Harco Probes Still Causing Eclipse Airspeed Problems" 1299:

are, roll control is maintained when the stall begins.

1117: 1096: 1060: 1028: 1007: 2264:. Recreational Aviation Australia Inc. Archived from 1387:

is an electronic or mechanical device that sounds an

1322:

to stop separated flow progressing out along the wing

789: 759: 739: 707: 678: 649: 630:{\displaystyle V_{\text{st}}=V_{\text{s}}{\sqrt {n}}} 596: 565: 543: 521: 486: 68:, foil – including its shape, size, and finish – and 3076:

Williams, L. J.; Johnson, J. L. Jr. and Yip, L. P.,

1523:

died while flying in 1896 as the result of a stall.

966:) is a dangerous type of stall that affects certain 233:. This is because all aircraft are equipped with an 2705:(Technical report). Irvin Aerospace. Archived from 1696:, p. 486. Aviation Supplies & Academics, 1997. 2095: 1490:Except for flight training, airplane testing, and 1123: 1102: 1079: 1034: 1013: 799: 765: 745: 713: 691: 662: 629: 571: 549: 527: 501: 3302:"X-31 EC94-42478-3: X-31 at high angle of attack" 975:rear-mounted nacelles may also exhibit a loss of 2518:. Archived from the original on 29 December 2007 1785:, Doug McLean 2013, John Wiley & Sons Ltd., 1353:on the wing upper surface to postpone the stall. 838:For example, in a turn with bank angle of 45°, V 110:, thereby giving rise to post-stall technology. 1981:Federal Aviation Regulations Part25 section 201 1857:, Darrol Stinton 1983, BSP Professional Books, 1694:Dictionary of Aeronautical Terms, third edition 1234:showed that it was vulnerable to a deep stall. 473:of the aircraft plus extra lift to provide the 16:Abrupt reduction in lift due to flow separation 2350:Aerodynamics, Aeronautics and Flight Mechanics 2304:Aerodynamics, Aeronautics and Flight Mechanics 2196: 2194: 2285: 2283: 1206:in 2005 was also attributed to a deep stall. 8: 2510: 2508: 1472:. Sustained post-stall flight is a type of 1406:and produces an audible warning in response. 1131:with little or no rotation of the aircraft. 3055:, EAA Sport Aviation, July 1991, pp. 53–59. 2866: 2864: 2804: 2802: 1494:, a stall is usually an undesirable event. 1253:Wing sweep and taper cause stalling at the 369:Stalls depend only on angle of attack, not 3435:(2007). "Slow Flight, Stalls, and Spins". 3391:"AirAsia flight QZ8501 'climbed too fast'" 3017:Airplane Flying Handbook (FAA-H-8083-3B), 2306:, p. 464, John Wiley & Sons, New York 1919:. Cambridge University Press. p. 525. 449:The normal stall speed, specified by the V 2729: 2727: 2576: 2165: 2163: 2161: 2159: 1245:'s controlled deep-stall flight program. 1116: 1095: 1071: 1059: 1027: 1006: 790: 788: 758: 738: 706: 683: 677: 654: 648: 620: 614: 601: 595: 564: 542: 520: 485: 2177:(3rd ed.). Air Registration Board. 1318:is a flat plate in the direction of the 882:1994 Fairchild Air Force Base B-52 crash 777: 557:= load factor (greater than 1 in a turn) 440: 421:at maximum weight. While an aircraft's V 3053:Velocity... Solving a Deep Stall Riddle 1685: 1402:or a movable metal tab that actuates a 3462:, Pitman Publishing Limited, London. 3134:: CS1 maint: archived copy as title ( 3127: 3033:"Air France 447: Was it a Deep Stall?" 2765:: CS1 maint: archived copy as title ( 2758: 2529: 2516:"Dynamic Stall, Unsteady Aerodynamics" 1900:: CS1 maint: archived copy as title ( 1893: 1828:: CS1 maint: archived copy as title ( 1821: 1309:aircraft to drop a wing when stalling. 946:being used for deep-stall research by 185:Variation of lift with angle of attack 3421:(1997). Cambridge University Press. 2241:Flight testing of fixed wing aircraft 1670:Northwest Orient Airlines Flight 6231 970:designs, notably jet aircraft with a 7: 3193:"Stall fences and vortex generators" 2696:Taylor, Anthony "Tony" P. 2606:. John Wiley and Sons. p. 139. 2262:"Airspeed and the properties of air" 2222:from the original on 3 November 2021 387:Speed definitions vary and include: 3080:, AIAA paper 84-0562, January 1984. 2977:. Aviation-safety.net. 26 July 1993 1625:British European Airways Flight 548 1183:British European Airways Flight 548 3338:"Designing the 1900 Wright Glider" 2929:. Aviation-safety.net. 3 June 1966 2416:Collins, Mike (1 September 2018). 425:speed is computed by design, its V 14: 1675:Voepass Linhas Aéreas Flight 2283 1665:West Caribbean Airways Flight 708 1204:West Caribbean Airways Flight 708 437:In accelerated and turning flight 81: 2446:Aerospace Science and Technology 1080:{\textstyle \alpha =18^{\circ }} 375:critical (stall) angle of attack 99:in aircraft is used to maintain 3433:Federal Aviation Administration 3359:Udris, Aleks (14 August 2014). 3219:Federal Aviation Administration 3065:ASN Wikibase Occurrence # 10732 2856:ASN Wikibase Occurrence # 20519 2393:. February 1996. Archived from 2391:Federal Aviation Administration 2135:Federal Aviation Administration 2094:Langewiesche, Wolfgang (1972). 851:Federal Aviation Administration 583:To achieve the extra lift, the 477:necessary to perform the turn: 3476:, Princeton University Press, 3031:Peter Garrison (1 June 2011). 1615:1963 BAC One-Eleven test crash 1: 3517:Emergency aircraft operations 3067:. Retrieved 4 September 2011. 2890:. Retrieved 4 September 2011. 2858:. Retrieved 4 September 2011. 2348:McCormick, Barnes W. (1979), 2302:McCormick, Barnes W. (1979), 2033:FAA Airplane flying handbook 2016:FAA Airplane flying handbook 1990:FAA Airplane flying handbook 1955:FAA Airplane flying handbook 1660:Indonesia AirAsia Flight 8501 1470:Dryden Flight Research Center 1395:, which consists of either a 987:vertical tail booster during 663:{\displaystyle V_{\text{st}}} 298:Incipient spin & recovery 2835:NASA Langley Research Center 2675:NASA Langley Research Center 1915:Katz, J; Plotkin, A (2001). 1655:Turkish Airlines Flight 1951 1620:1966 Felthorpe Trident crash 1578:Coffin corner (aerodynamics) 1232:NASA Langley Research Center 692:{\displaystyle V_{\text{s}}} 262:can be made to stall in any 3280:"Pugachev's Cobra Maneuver" 1855:The Design Of The Aeroplane 1369:stall identification system 1365:stall identification device 1241:sailplane was modified for 800:{\displaystyle {\sqrt {n}}} 3538: 3221:, Advisory Circular 25-7A 2628:"What is the super-stall?" 2557:Journal of Fluid Mechanics 1531:to design their plane in " 1483: 1275:Warning and safety devices 133:A stall is a condition in 3419:A History of Aerodynamics 2536:: CS1 maint: unfit URL ( 2458:10.1016/j.ast.2014.04.007 2170:Davies, David P. (1971). 1944:A History of Aerodynamics 1933:, Sections 5.28 and 16.48 1716:, Springer Verlag, 1990, 1635:China Airlines Flight 676 1630:China Airlines Flight 140 1411:angle-of-attack indicator 913:Stall delay can occur on 863:accelerated turning stall 469:required is equal to the 3438:Airplane Flying Handbook 3278:Ace (24 December 2006). 2102:. McGraw Hill. pp. 1640:Yeti Airlines Flight 691 579:= weight of the aircraft 139:critical angle of attack 2947:AIB Report 4/73, p. 54. 2473:AIAA Scitech 2021 Forum 2326:, Sections 5.8 and 5.22 1546:" project to develop a 1451:Flight beyond the stall 1422:angle of attack limiter 1175:Hawker Siddeley Trident 991:, as happened with the 861:is used to indicate an 249:Aerodynamic description 202:airfoils (thickness to 36:, as occurs at a stall. 3393:. BBC. 20 January 2015 1650:Colgan Air Flight 3407 1538:The aircraft engineer 1415:lift reserve indicator 1347:leading edge extension 1237:In the early 1980s, a 1125: 1104: 1081: 1036: 1015: 955: 935: 801: 767: 747: 715: 693: 664: 631: 573: 551: 529: 503: 446: 366: 358: 299: 198: 160:Stalling is caused by 130: 48:is a reduction in the 37: 3522:Aerospace engineering 3497:Aircraft aerodynamics 3348:on 27 September 2011. 3324:Glenn Research Center 2880:A Tale of Two Victors 2243:. Ralph D. Kimberlin 2204:(25 September 2000). 1843:Handling The Big Jets 1763:Design For Air Combat 1645:Air France Flight 447 1598:Spoiler (aeronautics) 1486:Spoiler (aeronautics) 1212:Air France Flight 447 1126: 1105: 1082: 1037: 1016: 941: 933: 802: 768: 748: 716: 694: 665: 632: 574: 552: 530: 504: 444: 364: 353: 320:contaminated with ice 297: 192: 128: 24: 3507:Aircraft wing design 3472:Stengel, R. (2004), 3242:on 26 September 2008 2603:Wind Energy Handbook 2578:10.1017/jfm.2018.112 2024:Chapter 4, pp. 11–12 1998:Chapter 4, pp. 12–16 1548:rotary wing aircraft 1474:supermaneuverability 1124:{\textstyle \alpha } 1115: 1103:{\textstyle \alpha } 1094: 1058: 1035:{\textstyle \alpha } 1026: 1014:{\textstyle \alpha } 1005: 855:turning flight stall 842:is 19% higher than V 787: 757: 737: 705: 676: 647: 594: 563: 541: 519: 502:{\displaystyle L=nW} 484: 382:Propeller slipstream 3342:The Wright Brothers 2569:2018JFM...841..746B 2481:10.2514/6.2021-1651 2206:"Advisory Circular" 2144:on 4 September 2013 1190:Canadair Challenger 1152:Handley Page Victor 1111:stall, give a high 308:ballistic parachute 260:fixed-wing aircraft 254:Fixed-wing aircraft 77:fixed-wing aircraft 3095:2008-05-29 at the 2886:2012-03-22 at the 2747:on 20 January 2015 2638:on 13 October 2009 2375:on 18 August 2011. 1455:As a wing stalls, 1393:stall warning horn 1239:Schweizer SGS 1-36 1227:leading-edge cuffs 1179:lost to deep stall 1121: 1100: 1077: 1032: 1011: 981:propeller aircraft 956: 944:Schweizer SGS 1-36 936: 797: 763: 743: 711: 689: 660: 627: 569: 547: 525: 499: 447: 367: 359: 300: 269:airspeed indicator 235:airspeed indicator 199: 131: 38: 26:Airflow separating 3448:978-1-60239-003-4 3308:on 22 April 1999. 2905:978 1 84415 570 5 2613:978-0-471-48997-9 2490:978-1-62410-609-5 2249:978-1-56347-564-1 2056:978-1-906183-00-4 2039:978-1-60239-003-4 2022:978-1-60239-003-4 1996:978-1-60239-003-4 1961:978-1-60239-003-4 1791:978-1-119-96751-4 1712:Benjamin Gal-Or, 1609:Notable accidents 1540:Juan de la Cierva 1349:that generates a 1343:anti-stall strake 1327:Vortex generators 1285:aerodynamic twist 1219:Canard-configured 1165:of the prototype 857:, while the term 834: 833: 795: 766:{\displaystyle W} 746:{\displaystyle L} 714:{\displaystyle n} 686: 657: 625: 617: 604: 572:{\displaystyle W} 550:{\displaystyle n} 528:{\displaystyle L} 475:centripetal force 310:recovery system. 295: 121:Formal definition 3529: 3512:Aerial maneuvers 3452: 3417:Anderson, J.D., 3403: 3402: 3400: 3398: 3387: 3381: 3380: 3378: 3376: 3367:. Archived from 3356: 3350: 3349: 3344:. Archived from 3334: 3328: 3327: 3316: 3310: 3309: 3304:. Archived from 3298: 3292: 3291: 3286:. Archived from 3275: 3269: 3258: 3252: 3251: 3249: 3247: 3238:. Archived from 3232: 3226: 3225:, paragraph 228. 3215: 3209: 3208: 3206: 3204: 3195:. Archived from 3189: 3183: 3172: 3166: 3163: 3157: 3146: 3140: 3139: 3133: 3125: 3123: 3121: 3112:. Archived from 3106: 3100: 3087: 3081: 3074: 3068: 3062: 3056: 3049: 3043: 3042: 3028: 3022: 3015: 3009: 3008: 3006: 3004: 2993: 2987: 2986: 2984: 2982: 2971: 2965: 2954: 2948: 2945: 2939: 2938: 2936: 2934: 2923: 2917: 2914: 2908: 2897: 2891: 2877: 2871: 2868: 2859: 2853: 2847: 2846: 2844: 2842: 2832: 2823: 2817: 2806: 2797: 2794: 2788: 2777: 2771: 2770: 2764: 2756: 2754: 2752: 2746: 2740:. Archived from 2739: 2731: 2722: 2721: 2719: 2717: 2711: 2704: 2693: 2687: 2686: 2684: 2682: 2672: 2663: 2657: 2654: 2648: 2647: 2645: 2643: 2634:. Archived from 2624: 2618: 2617: 2597: 2591: 2590: 2580: 2548: 2542: 2541: 2535: 2527: 2525: 2523: 2512: 2503: 2502: 2468: 2462: 2461: 2441: 2435: 2434: 2432: 2430: 2413: 2407: 2406: 2404: 2402: 2383: 2377: 2376: 2374: 2368:. Archived from 2367: 2359: 2353: 2346: 2340: 2339:, Equation 14.11 2333: 2327: 2320: 2314: 2300: 2294: 2287: 2278: 2277: 2275: 2273: 2257: 2251: 2238: 2232: 2231: 2229: 2227: 2221: 2210: 2198: 2189: 2188: 2167: 2154: 2153: 2151: 2149: 2143: 2137:. Archived from 2132: 2124: 2118: 2117: 2101: 2098:Stick and Rudder 2091: 2085: 2074: 2068: 2065: 2059: 2048: 2042: 2031: 2025: 2014: 2008: 2005: 1999: 1988: 1982: 1979: 1973: 1970: 1964: 1953: 1947: 1942:Anderson, J.D., 1940: 1934: 1927: 1921: 1920: 1912: 1906: 1905: 1899: 1891: 1889: 1887: 1878:. Archived from 1872: 1866: 1852: 1846: 1840: 1834: 1833: 1827: 1819: 1817: 1815: 1806:. Archived from 1800: 1794: 1780: 1774: 1760: 1754: 1747: 1741: 1738: 1732: 1710: 1704: 1690: 1588:Lift coefficient 1583:Compressor stall 1462:Pugachev's cobra 1195:Canadair CRJ-100 1130: 1128: 1127: 1122: 1109: 1107: 1106: 1101: 1086: 1084: 1083: 1078: 1076: 1075: 1041: 1039: 1038: 1033: 1020: 1018: 1017: 1012: 806: 804: 803: 798: 796: 791: 778: 772: 770: 769: 764: 752: 750: 749: 744: 720: 718: 717: 712: 698: 696: 695: 690: 688: 687: 684: 669: 667: 666: 661: 659: 658: 655: 636: 634: 633: 628: 626: 621: 619: 618: 615: 606: 605: 602: 585:lift coefficient 578: 576: 575: 570: 556: 554: 553: 548: 534: 532: 531: 526: 508: 506: 505: 500: 296: 155:lift coefficient 86:accretion of ice 50:lift coefficient 3537: 3536: 3532: 3531: 3530: 3528: 3527: 3526: 3487: 3486: 3474:Flight Dynamics 3449: 3431: 3411: 3406: 3396: 3394: 3389: 3388: 3384: 3374: 3372: 3358: 3357: 3353: 3336: 3335: 3331: 3318: 3317: 3313: 3300: 3299: 3295: 3290:on 9 June 2015. 3277: 3276: 3272: 3259: 3255: 3245: 3243: 3234: 3233: 3229: 3216: 3212: 3202: 3200: 3191: 3190: 3186: 3173: 3169: 3164: 3160: 3147: 3143: 3126: 3119: 3117: 3116:on 7 March 2019 3110:"Archived copy" 3108: 3107: 3103: 3097:Wayback Machine 3088: 3084: 3075: 3071: 3063: 3059: 3050: 3046: 3030: 3029: 3025: 3016: 3012: 3002: 3000: 2996:Robert Bogash. 2995: 2994: 2990: 2980: 2978: 2973: 2972: 2968: 2955: 2951: 2946: 2942: 2932: 2930: 2925: 2924: 2920: 2915: 2911: 2898: 2894: 2888:Wayback Machine 2878: 2874: 2869: 2862: 2854: 2850: 2840: 2838: 2830: 2825: 2824: 2820: 2807: 2800: 2795: 2791: 2778: 2774: 2757: 2750: 2748: 2744: 2737: 2735:"Archived copy" 2733: 2732: 2725: 2715: 2713: 2712:on 4 March 2016 2709: 2702: 2695: 2694: 2690: 2680: 2678: 2670: 2665: 2664: 2660: 2655: 2651: 2641: 2639: 2626: 2625: 2621: 2614: 2599: 2598: 2594: 2550: 2549: 2545: 2528: 2521: 2519: 2514: 2513: 2506: 2491: 2470: 2469: 2465: 2443: 2442: 2438: 2428: 2426: 2415: 2414: 2410: 2400: 2398: 2385: 2384: 2380: 2372: 2365: 2361: 2360: 2356: 2352:, Equation 7.57 2347: 2343: 2334: 2330: 2321: 2317: 2301: 2297: 2288: 2281: 2271: 2269: 2268:on 31 July 2008 2260:Brandon, John. 2259: 2258: 2254: 2239: 2235: 2225: 2223: 2219: 2208: 2200: 2199: 2192: 2185: 2169: 2168: 2157: 2147: 2145: 2141: 2130: 2126: 2125: 2121: 2114: 2093: 2092: 2088: 2075: 2071: 2066: 2062: 2049: 2045: 2041:Chapter 4, p. 9 2032: 2028: 2015: 2011: 2006: 2002: 1989: 1985: 1980: 1976: 1971: 1967: 1963:Chapter 4, p. 7 1954: 1950: 1941: 1937: 1928: 1924: 1914: 1913: 1909: 1892: 1885: 1883: 1882:on 6 March 2019 1876:"Archived copy" 1874: 1873: 1869: 1853: 1849: 1841: 1837: 1820: 1813: 1811: 1810:on 6 March 2019 1804:"Archived copy" 1802: 1801: 1797: 1781: 1777: 1761: 1757: 1748: 1744: 1739: 1735: 1711: 1707: 1691: 1687: 1683: 1573:Aviation safety 1564: 1542:worked on his " 1529:Wright Brothers 1521:Otto Lilienthal 1519:German aviator 1517: 1500:flow separation 1488: 1482: 1453: 1389:audible warning 1291:and causes the 1277: 1258:dangerous nose 1251: 1141:Gloster Javelin 1113: 1112: 1092: 1091: 1067: 1056: 1055: 1024: 1023: 1003: 1002: 928: 895: 890: 874:Mitsubishi MU-2 845: 841: 785: 784: 755: 754: 735: 734: 703: 702: 679: 674: 673: 650: 645: 644: 610: 597: 592: 591: 561: 560: 539: 538: 517: 516: 482: 481: 452: 439: 432: 428: 424: 420: 416: 408: 401: 394: 355:Flight envelope 348: 340:Royal Air Force 332: 330:Characteristics 285: 273:flight controls 256: 251: 219:Reynolds number 187: 162:flow separation 129:Stall formation 123: 97:Vectored thrust 93:glider aircraft 70:Reynolds number 58:angle of attack 52:generated by a 34:angle of attack 17: 12: 11: 5: 3535: 3533: 3525: 3524: 3519: 3514: 3509: 3504: 3502:Aviation risks 3499: 3489: 3488: 3485: 3484: 3470: 3453: 3447: 3429: 3415: 3410: 3407: 3405: 3404: 3382: 3351: 3329: 3311: 3293: 3270: 3253: 3227: 3210: 3184: 3167: 3158: 3141: 3101: 3082: 3069: 3057: 3044: 3023: 3010: 2988: 2966: 2949: 2940: 2918: 2909: 2892: 2872: 2860: 2848: 2818: 2798: 2789: 2772: 2723: 2688: 2658: 2649: 2619: 2612: 2592: 2543: 2504: 2489: 2463: 2436: 2408: 2378: 2354: 2341: 2335:Clancy, L.J., 2328: 2322:Clancy, L.J., 2315: 2295: 2293:, Section 5.22 2289:Clancy, L.J., 2279: 2252: 2233: 2190: 2183: 2155: 2119: 2112: 2086: 2069: 2060: 2043: 2026: 2009: 2007:14 CFR part 23 2000: 1983: 1974: 1972:14 CFR part 61 1965: 1948: 1935: 1929:Clancy, L.J., 1922: 1907: 1867: 1847: 1835: 1795: 1775: 1755: 1749:Clancy, L.J., 1742: 1733: 1705: 1684: 1682: 1679: 1678: 1677: 1672: 1667: 1662: 1657: 1652: 1647: 1642: 1637: 1632: 1627: 1622: 1617: 1611: 1610: 1606: 1605: 1600: 1595: 1590: 1585: 1580: 1575: 1569: 1568: 1563: 1560: 1516: 1513: 1484:Main article: 1481: 1478: 1452: 1449: 1426: 1425: 1418: 1407: 1381: 1372: 1354: 1339: 1332:boundary layer 1323: 1310: 1300: 1276: 1273: 1250: 1247: 1177:(G-ARPY), was 1120: 1099: 1090:The very high 1074: 1070: 1066: 1063: 1031: 1010: 989:flight testing 927: 924: 894: 891: 889: 886: 843: 839: 836: 835: 832: 831: 828: 824: 823: 820: 816: 815: 812: 808: 807: 794: 782: 762: 742: 723: 722: 710: 700: 682: 671: 653: 638: 637: 624: 613: 609: 600: 581: 580: 568: 558: 546: 536: 524: 510: 509: 498: 495: 492: 489: 450: 438: 435: 430: 426: 422: 418: 414: 411: 410: 406: 403: 399: 396: 392: 347: 344: 331: 328: 280:light aircraft 255: 252: 250: 247: 186: 183: 176:, which is an 122: 119: 62:critical value 42:fluid dynamics 15: 13: 10: 9: 6: 4: 3: 2: 3534: 3523: 3520: 3518: 3515: 3513: 3510: 3508: 3505: 3503: 3500: 3498: 3495: 3494: 3492: 3483: 3482:0-691-11407-2 3479: 3475: 3471: 3469: 3468:0-273-01120-0 3465: 3461: 3457: 3454: 3450: 3444: 3440: 3439: 3434: 3430: 3428: 3427:0-521-66955-3 3424: 3420: 3416: 3413: 3412: 3408: 3392: 3386: 3383: 3371:on 4 May 2021 3370: 3366: 3362: 3355: 3352: 3347: 3343: 3339: 3333: 3330: 3325: 3321: 3315: 3312: 3307: 3303: 3297: 3294: 3289: 3285: 3284:Aviation Fans 3281: 3274: 3271: 3267: 3266:0-521-80992-4 3263: 3257: 3254: 3241: 3237: 3231: 3228: 3224: 3220: 3214: 3211: 3199:on 8 May 2009 3198: 3194: 3188: 3185: 3181: 3180:1 85310 719 0 3177: 3171: 3168: 3162: 3159: 3155: 3154:0-13-339060-8 3151: 3145: 3142: 3137: 3131: 3115: 3111: 3105: 3102: 3098: 3094: 3091: 3086: 3083: 3079: 3073: 3070: 3066: 3061: 3058: 3054: 3048: 3045: 3040: 3039: 3034: 3027: 3024: 3020: 3014: 3011: 2999: 2998:"Deep Stalls" 2992: 2989: 2976: 2970: 2967: 2963: 2962:0-7715-9145-4 2959: 2953: 2950: 2944: 2941: 2928: 2922: 2919: 2913: 2910: 2906: 2902: 2896: 2893: 2889: 2885: 2881: 2876: 2873: 2867: 2865: 2861: 2857: 2852: 2849: 2836: 2829: 2822: 2819: 2815: 2814:0 7509 1838 1 2811: 2805: 2803: 2799: 2793: 2790: 2786: 2785:0 7509 1838 1 2782: 2776: 2773: 2768: 2762: 2743: 2736: 2730: 2728: 2724: 2708: 2701: 2700: 2692: 2689: 2676: 2669: 2662: 2659: 2653: 2650: 2637: 2633: 2629: 2623: 2620: 2615: 2609: 2605: 2604: 2596: 2593: 2588: 2584: 2579: 2574: 2570: 2566: 2562: 2558: 2554: 2547: 2544: 2539: 2533: 2517: 2511: 2509: 2505: 2500: 2496: 2492: 2486: 2482: 2478: 2474: 2467: 2464: 2459: 2455: 2451: 2447: 2440: 2437: 2425: 2424: 2419: 2412: 2409: 2397:on 5 May 2009 2396: 2392: 2388: 2382: 2379: 2371: 2364: 2363:"Stall speed" 2358: 2355: 2351: 2345: 2342: 2338: 2332: 2329: 2325: 2319: 2316: 2313: 2312:0-471-03032-5 2309: 2305: 2299: 2296: 2292: 2286: 2284: 2280: 2267: 2263: 2256: 2253: 2250: 2246: 2242: 2237: 2234: 2218: 2214: 2207: 2203: 2197: 2195: 2191: 2186: 2180: 2176: 2175: 2166: 2164: 2162: 2160: 2156: 2140: 2136: 2129: 2123: 2120: 2115: 2113:9780070362406 2109: 2105: 2100: 2099: 2090: 2087: 2083: 2082:0 7509 1838 1 2079: 2073: 2070: 2064: 2061: 2057: 2053: 2047: 2044: 2040: 2036: 2030: 2027: 2023: 2019: 2013: 2010: 2004: 2001: 1997: 1993: 1987: 1984: 1978: 1975: 1969: 1966: 1962: 1958: 1952: 1949: 1946:, pp. 296–311 1945: 1939: 1936: 1932: 1926: 1923: 1918: 1911: 1908: 1903: 1897: 1881: 1877: 1871: 1868: 1864: 1863:0-632-01877-1 1860: 1856: 1851: 1848: 1844: 1839: 1836: 1831: 1825: 1809: 1805: 1799: 1796: 1792: 1788: 1784: 1779: 1776: 1772: 1768: 1764: 1759: 1756: 1753:, Section 5.7 1752: 1746: 1743: 1737: 1734: 1731: 1730:3-540-97161-0 1727: 1723: 1722:0-387-97161-0 1719: 1715: 1709: 1706: 1703: 1702:1-56027-287-2 1699: 1695: 1692:Crane, Dale: 1689: 1686: 1680: 1676: 1673: 1671: 1668: 1666: 1663: 1661: 1658: 1656: 1653: 1651: 1648: 1646: 1643: 1641: 1638: 1636: 1633: 1631: 1628: 1626: 1623: 1621: 1618: 1616: 1613: 1612: 1608: 1607: 1604: 1601: 1599: 1596: 1594: 1593:Spin (flight) 1591: 1589: 1586: 1584: 1581: 1579: 1576: 1574: 1571: 1570: 1566: 1565: 1561: 1559: 1557: 1553: 1549: 1545: 1541: 1536: 1534: 1530: 1526: 1525:Wilbur Wright 1522: 1514: 1512: 1508: 1504: 1501: 1497: 1493: 1487: 1479: 1477: 1475: 1471: 1467: 1463: 1458: 1450: 1448: 1444: 1441: 1438: 1435:If a forward 1433: 1429: 1423: 1419: 1416: 1412: 1408: 1405: 1401: 1398: 1394: 1390: 1386: 1385:stall warning 1382: 1379: 1378: 1373: 1370: 1366: 1361: 1360: 1355: 1352: 1348: 1344: 1340: 1337: 1333: 1329: 1328: 1324: 1321: 1317: 1316: 1311: 1307: 1306: 1301: 1298: 1294: 1290: 1286: 1282: 1281: 1280: 1274: 1272: 1269: 1263: 1261: 1256: 1255:tip of a wing 1248: 1246: 1244: 1240: 1235: 1233: 1228: 1224: 1220: 1216: 1213: 1207: 1205: 1200: 1196: 1191: 1187: 1184: 1180: 1176: 1172: 1168: 1164: 1159: 1156: 1153: 1149: 1146: 1142: 1137: 1134: 1118: 1097: 1088: 1072: 1068: 1064: 1061: 1053: 1048: 1043: 1029: 1008: 1000: 996: 994: 990: 986: 985:precautionary 982: 978: 973: 969: 965: 961: 953: 952:Mojave Desert 949: 945: 940: 932: 925: 923: 921: 916: 911: 909: 903: 900: 893:Dynamic stall 892: 887: 885: 883: 878: 875: 871: 866: 864: 860: 856: 852: 849:According to 847: 829: 826: 825: 821: 818: 817: 813: 810: 809: 792: 783: 780: 779: 776: 775: 774: 760: 740: 732: 728: 727:angle of bank 721:= load factor 708: 701: 680: 672: 670:= stall speed 651: 643: 642: 641: 622: 611: 607: 598: 590: 589: 588: 586: 566: 559: 544: 537: 522: 515: 514: 513: 496: 493: 490: 487: 480: 479: 478: 476: 472: 468: 464: 459: 456: 443: 436: 434: 404: 397: 390: 389: 388: 385: 383: 378: 376: 372: 363: 356: 352: 345: 343: 341: 337: 336:Short Belfast 329: 327: 323: 321: 316: 311: 309: 305: 283: 281: 276: 274: 270: 265: 261: 253: 248: 246: 244: 238: 236: 232: 227: 223: 220: 216: 211: 209: 205: 196: 191: 184: 182: 179: 175: 170: 166: 163: 158: 156: 152: 151:relative wind 148: 144: 140: 136: 127: 120: 118: 116: 111: 109: 106: 102: 98: 94: 91: 87: 83: 78: 73: 71: 67: 63: 59: 55: 51: 47: 43: 35: 31: 27: 23: 19: 3473: 3460:Aerodynamics 3459: 3456:L. J. Clancy 3437: 3418: 3395:. Retrieved 3385: 3373:. Retrieved 3369:the original 3364: 3354: 3346:the original 3341: 3332: 3314: 3306:the original 3296: 3288:the original 3283: 3273: 3256: 3244:. Retrieved 3240:the original 3230: 3222: 3213: 3201:. Retrieved 3197:the original 3187: 3170: 3161: 3144: 3118:. Retrieved 3114:the original 3104: 3085: 3077: 3072: 3060: 3052: 3047: 3036: 3026: 3013: 3001:. Retrieved 2991: 2979:. Retrieved 2969: 2952: 2943: 2931:. Retrieved 2921: 2912: 2895: 2875: 2851: 2841:24 September 2839:. Retrieved 2834: 2821: 2792: 2775: 2749:. Retrieved 2742:the original 2714:. Retrieved 2707:the original 2698: 2691: 2681:24 September 2679:. Retrieved 2674: 2661: 2652: 2640:. Retrieved 2636:the original 2632:Aviationshop 2631: 2622: 2602: 2595: 2560: 2556: 2546: 2520:. Retrieved 2472: 2466: 2449: 2445: 2439: 2427:. Retrieved 2421: 2411: 2399:. 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Retrieved 1808:the original 1798: 1782: 1778: 1771:0 7106 04262 1762: 1758: 1751:Aerodynamics 1750: 1745: 1736: 1713: 1708: 1693: 1688: 1537: 1518: 1509: 1505: 1489: 1454: 1445: 1442: 1434: 1430: 1427: 1421: 1414: 1410: 1392: 1384: 1377:stick shaker 1375: 1368: 1364: 1359:stick pusher 1357: 1342: 1325: 1313: 1303: 1288: 1284: 1278: 1264: 1252: 1236: 1217: 1208: 1185: 1171:stick shaker 1160: 1154: 1147: 1138: 1089: 1047:Douglas DC-9 1044: 997: 963: 959: 957: 912: 904: 896: 879: 867: 862: 858: 854: 848: 837: 724: 639: 582: 511: 460: 448: 412: 386: 379: 368: 346:Stall speeds 333: 324: 312: 301: 277: 257: 239: 228: 224: 212: 200: 178:autorotation 171: 167: 159: 147:aspect ratio 138: 135:aerodynamics 132: 112: 74: 60:exceeds its 45: 39: 18: 3051:Cox, Jack, 3021:, p. 15–13. 3003:4 September 2751:18 December 2716:15 December 2642:2 September 2429:12 November 2401:18 February 2213:rgl.faa.gov 1315:stall fence 1305:stall strip 1052:load factor 964:super-stall 859:accelerated 781:Bank angle 463:banked turn 455:load factor 215:wind tunnel 195:wind tunnel 82:stall speed 3491:Categories 3409:References 3397:21 January 3365:Boldmethod 3320:"Spoilers" 3019:chapter 15 2563:: 746–66. 2423:AOPA Pilot 2184:0903083019 1603:Wing twist 1558:possible. 1556:helicopter 1492:aerobatics 1199:Boeing 727 979:. T-tail 960:deep stall 926:Deep stall 920:propellers 733:) between 75:Stalls in 32:at a high 3246:4 October 2964:, p. 169. 2907:, p. 250. 2816:, p. 182. 2787:, p. 166. 2587:126033643 2499:234321807 1293:wing root 1249:Tip stall 1163:the crash 1119:α 1098:α 1073:∘ 1062:α 1054:) was at 1050:vertical 1030:α 1009:α 950:over the 908:bumblebee 315:departure 105:propeller 90:unpowered 84:) or the 3458:(1975), 3322:. NASA, 3203:25 April 3130:cite web 3093:Archived 2884:Archived 2761:cite web 2532:cite web 2522:25 March 2475:: 1651. 2452:: 4–17. 2272:9 August 2226:14 March 2217:Archived 2174:Handling 2148:13 March 1896:cite web 1865:, p. 464 1824:cite web 1793:, p. 322 1567:Articles 1562:See also 1552:autogyro 1544:Autogiro 1496:Spoilers 1480:Spoilers 1397:pressure 1336:momentum 1297:ailerons 1260:pitch up 1223:Velocity 1167:BAC 1-11 1133:BAC 1-11 999:Trubshaw 968:aircraft 954:in 1983. 915:airfoils 371:airspeed 278:In most 231:airspeed 143:planform 115:aviation 101:altitude 28:from an 3375:27 June 3182:, p.369 3156:, p.244 3120:6 March 2981:2 April 2933:2 April 2565:Bibcode 2084:, p.165 1886:3 March 1814:3 March 1773:, p. 15 1515:History 1468:at the 1457:aileron 1289:washout 1268:washout 902:stall. 640:where: 512:where: 30:airfoil 3480: 3466: 3445: 3425: 3264: 3178: 3152: 3038:Flying 2960: 2903: 2812: 2783: 2610: 2585: 2497: 2487: 2310: 2247: 2181: 2110: 2080: 2058:, p.93 2054: 2037: 2020: 1994: 1959: 1861: 1789: 1769: 1728: 1720: 1700: 1533:canard 1437:canard 1404:switch 1400:sensor 1351:vortex 1186:G-ARPI 1145:serial 977:thrust 972:T-tail 899:vortex 870:torque 731:secant 535:= lift 471:weight 465:, the 208:camber 145:, its 108:thrust 2831:(PDF) 2745:(PDF) 2738:(PDF) 2710:(PDF) 2703:(PDF) 2671:(PDF) 2583:S2CID 2495:S2CID 2373:(PDF) 2366:(PDF) 2220:(PDF) 2209:(PDF) 2142:(PDF) 2131:(PDF) 2104:18–21 1681:Notes 1345:is a 1320:chord 1155:XL159 1148:WD808 993:A400M 888:Types 830:1.41 822:1.19 814:1.07 461:In a 429:and V 264:pitch 243:flaps 204:chord 66:fluid 46:stall 3478:ISBN 3464:ISBN 3443:ISBN 3423:ISBN 3399:2015 3377:2021 3262:ISBN 3248:2008 3205:2009 3176:ISBN 3150:ISBN 3136:link 3122:2019 3005:2011 2983:2013 2958:ISBN 2935:2013 2901:ISBN 2843:2018 2837:: 20 2810:ISBN 2781:ISBN 2767:link 2753:2015 2718:2015 2683:2018 2644:2009 2608:ISBN 2538:link 2524:2016 2485:ISBN 2431:2019 2403:2009 2308:ISBN 2274:2008 2245:ISBN 2228:2022 2179:ISBN 2150:2014 2108:ISBN 2078:ISBN 2052:ISBN 2035:ISBN 2018:ISBN 1992:ISBN 1957:ISBN 1902:link 1888:2019 1859:ISBN 1830:link 1816:2019 1787:ISBN 1767:ISBN 1726:ISBN 1718:ISBN 1698:ISBN 1466:X-31 1243:NASA 962:(or 948:NASA 827:60° 819:45° 811:30° 753:and 467:lift 304:spin 174:spin 54:foil 44:, a 3217:US 2677:: 9 2573:doi 2561:841 2477:doi 2454:doi 2202:FAA 1420:An 1409:An 1367:or 1341:An 1283:An 56:as 40:In 3493:: 3363:. 3340:. 3282:. 3132:}} 3128:{{ 3035:. 2882:. 2863:^ 2833:. 2801:^ 2763:}} 2759:{{ 2726:^ 2673:. 2630:. 2581:. 2571:. 2559:. 2555:. 2534:}} 2530:{{ 2507:^ 2493:. 2483:. 2450:44 2448:. 2420:. 2389:. 2282:^ 2215:. 2211:. 2193:^ 2158:^ 2133:. 2106:. 1898:}} 1894:{{ 1826:}} 1822:{{ 1724:, 1476:. 1383:A 1374:A 1356:A 1312:A 1302:A 1069:18 995:. 958:A 942:A 922:. 884:. 846:. 840:st 773:. 656:st 603:st 431:S1 427:S0 419:S1 415:S0 407:S1 400:S0 258:A 95:. 72:. 3451:. 3401:. 3379:. 3326:. 3268:. 3250:. 3207:. 3138:) 3124:. 3099:. 3041:. 3007:. 2985:. 2937:. 2845:. 2769:) 2755:. 2720:. 2685:. 2646:. 2616:. 2589:. 2575:: 2567:: 2540:) 2526:. 2501:. 2479:: 2460:. 2456:: 2433:. 2405:. 2276:. 2230:. 2187:. 2152:. 2116:. 1904:) 1890:. 1832:) 1818:. 1371:. 1143:( 1065:= 844:s 793:n 761:W 741:L 709:n 685:s 681:V 652:V 623:n 616:s 612:V 608:= 599:V 567:W 545:n 523:L 497:W 494:n 491:= 488:L 451:S 423:S 405:V 398:V 393:S 391:V

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