293:, 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.
353:. 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".
317:. 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
33:
1428:", 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.
176:
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.
942:
337:
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.
180:
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.
373:
950:
233:
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.
137:
1282:
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.
201:
453:
297:
598:, 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:
362:
1457:
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
928:
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
1203:
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
1146:
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
328:
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
179:
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
175:
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
236:
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
1521:
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
336:
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
912:
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
232:
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
212:
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
1319:
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
1060:
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
1470:
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
1276:
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
277:
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
152:. 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
388:. 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.
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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.
248:, 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.
300:
1147:
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.
299:
305:
303:
298:
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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.
1517:
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
251:
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
304:
1546:" 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.
191:
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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1373:
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
302:
1161:) 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.
2807:"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.
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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.
1220:
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
90:
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
2184:
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
221:. 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.
1442:
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.
1212:
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
384:. 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
282:. 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
1032:
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
2227:
921:—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.
1184:(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
2405:
1199:) 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
646:
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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.
128:, 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.
99:
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
1454:
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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301:
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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
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2216:
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2790:"Low Speed Handling with Special Reference to the Super Stall". Trubshaw, Appendix III in "Trubshaw Test Pilot" Trubshaw and Edmondson, Sutton Publishing 1998,
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588:
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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
2927:"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.
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encountered stalls for the first time in 1901, while flying his second glider. Awareness of
Lilienthal's accident and Wilbur's experience motivated the
286:
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.
888:
drastic increases in power at low altitude and low airspeed, as an accelerated stall under these conditions is very difficult to safely recover from.
2482:
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).
413:: The stall speed or minimum steady flight speed in landing configuration. The zero-thrust stall speed at the most extended landing flap setting.
3312:
420:: The stall speed or minimum steady flight speed obtained in a specified configuration. The zero thrust stall speed at a specified flap setting.
228:. 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
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1890:
240:
This graph shows the stall angle, yet in practice most pilot operating handbooks (POH) or generic flight manuals describe stalling in terms of
3371:
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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
3348:
2272:
2638:
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1912:
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204:
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.
1439:
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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892:
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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
424:
An airspeed indicator, for the purpose of flight-testing, may have the following markings: the bottom of the white arc indicates V
2061:
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).
994:
are generally resistant to deep stalls, because the prop wash increases airflow over the wing root, but may be fitted with a
945:
Diagrammatic representation of a deep stall. Normal flight (above), Deep stall condition - T-tail in "shadow" of wing (below)
274:
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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 "
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17:
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1475:) are sometimes performed at airshows. The highest angle of attack in sustained flight so far demonstrated was 70° in the
1818:
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Illustration of a turning flight stall, occurring during a co-ordinated turn with progressively increasing angle of bank.
3207:
2839:"A Systematic Study of the Factors Contributing to Post-Stall Longitudinal Stability of T-Tail Transport Configurations"
2745:
2679:"A Systematic Study of the Factors Contributing to Post-Stall Longitudinal Stability of T-Tail Transport Configurations"
1781:
1509:(sometimes called lift dumpers), however, are devices that are intentionally deployed to create a carefully controlled
1150:
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.
188:
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2819:"Accident Report No. EW/C/039, Appendix IV in "Trubshaw Test Pilot". Trubshaw and Edmondson, Sutton Publishing 1998,
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Typical values both for the range of deep stall, as defined above, and the locked-in trim point are given for the
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2667:"Aerodynamic Design Features of the DC-9" Shevell and Schaufele, J. Aircraft Vol. 3, No. 6, Nov–Dec 1966, p. 518.
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1341:, tiny strips of metal or plastic placed on top of the wing near the leading edge that protrude past the
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can be introduced to the wing with the leading edge near the wing tip twisted downward. This is called
406:: Stall speed: the speed at which the airplane exhibits those qualities accepted as defining the stall.
157:
75:. The critical angle of attack is typically about 15°, but it may vary significantly depending on the
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3316:
1645:
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465:
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A special form of asymmetric stall in which the aircraft also rotates about its yaw axis is called a
160:, and other factors, but is typically in the range of 8 to 20 degrees relative to the incoming wind (
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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
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385:
72:
686:
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1273:. Swept wings have to incorporate features which prevent pitch-up caused by premature tip stall.
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995:
797:
115:
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64:
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256:/slats decreases the stall speed to allow the aircraft to take off and land at a lower speed.
32:
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1655:
1608:
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1222:
218:
1053:, for a given aircraft configuration, where there is no pitching moment, i.e. a trim point.
3185:
Flightwise – Principles Of
Aircraft Flight, Chris Carpenter 1996, Airlife Publishing Ltd.,
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2114:
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1543:
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325:
2398:"Part 23 – Airworthiness Standards: §23.203 Turning flight and accelerated turning stalls"
1098:, deep stall started at about 30°, and the locked-in unrecoverable trim point was at 47°.
891:
A notable example of an air accident involving a low-altitude turning flight stall is the
494:
8:
2967:"Winging It The Making Of The Canadair Challenger". Stuart Logie, Macmillan Canada 1992,
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ratios of around 10%), the critical angle is higher than with a thin airfoil of the same
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164:) for most subsonic airfoils. The critical angle of attack is the angle of attack on the
87:
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2579:
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Handling The Big Jets – Third
Edition 1971, D.P.Davies, Civil Aviation Authority, p.113
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551:
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279:
245:
3271:"Airplane stability and control" by Malcolm J. Abzug, E. Eugene Larrabee. Chapter 17.
2564:"Dynamic stall in vertical axis wind turbines: Scaling and topological considerations"
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is a mechanical device that shakes the pilot's controls to warn of the onset of stall.
224:
The information in a graph of this kind is gathered using a model of the airfoil in a
168:
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
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2910:"The Handley Page Victor Volume 2". Roger R. Brooks, Pen & Sword Aviation 2007,
2429:"Keeping the props turning: Biennial event maintains mu-2 pilot skills, camaraderie"
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only, that is, a turning flight stall where the airspeed decreases at a given rate.
740:
and the square root of the load factor. It derives from the trigonometric relation (
2583:
2487:
2464:
2107:
1598:
1593:
1337:
1330:
1205:
595:
333:
or frost creating a rougher surface, and heavier airframe due to ice accumulation.
330:
214:
165:
114:
or controlled flight with wings stalled by replacing lost wing lift with engine or
107:
100:
96:
60:
3176:
Handling The Big Jets – Third
Edition, D.P.Davies, Civil Aviation Authority, p.121
2986:"ASN Aircraft accident Canadair CL-600-2B19 Regional Jet CRJ-100 C-FCRJ Byers, KS"
473:
3107:
2898:
2881:"The Quick and the Dead". W. A. Waterton, Frederick Mueller, London 1956, p. 216.
2182:
1583:
1539:
1531:
1510:
1151:
884:
365:
350:
253:
229:
172:
103:
80:
68:
44:
36:
3159:
Fundamentals Of Flight – Second Edition, Richard S.Shevell, Prentice Hall 1983,
3008:
2890:
3401:
1342:
1012:
gives a broad definition of deep stall as penetrating to such angles of attack
1009:
999:
290:
52:
2468:
3501:
2752:
1603:
1535:
962:
737:
346:
161:
2610:
1208:
was lost in flight testing due to a deep stall. It has been reported that a
376:
The airspeed indicator is often used to indirectly predict stall conditions.
3466:
1387:
1369:
1181:
1057:
477:
145:
2938:"ASN Aircraft accident Hawker Siddeley HS-121 Trident 1C G-ARPY Felthorpe"
879:
The tendency of powerful propeller aircraft to roll in reaction to engine
2588:
2563:
2087:
Test Pilot, Brian Trubshaw With Sally Edmondson 1998, Sutton Publishing,
1315:
1233:
1204:
escape from the aircraft in time and was killed. On 26 July 1993, a
225:
205:
2491:
2433:
1613:
1566:
1502:
1325:
1209:
736:
The table that follows gives some examples of the relation between the
361:
3298:
949:
3452:(2nd ed.). New York: Skyhorse Publishing. pp. 4-1 to 4-16.
2836:
2676:
1303:
918:
372:
349:
heavy freighter had a marginal nose drop which was acceptable to the
3101:
Schweizer-1-36 index: Schweizer SGS 1–36 Photo Gallery Contact Sheet
3089:
Some Aerodynamic Considerations For Advanced Aircraft Configurations
464:
values above, always refers to straight and level flight, where the
452:
3234:
Flight Test Guide for Certification of Transport Category Airplanes
1856:– Third Edition, D.P. Davies, Civil Aviation Authority, pp. 113–115
1562:
1554:
1407:
1346:
1270:
1265:
1177:
1143:
978:
925:
741:
381:
241:
125:
111:
1471:
effectiveness of the ailerons. Short-term stalls at 90–120° (e.g.
1424:
for light aircraft, the "AlphaSystemsAOA" and a nearly identical "
883:
creates a risk of accelerated stalls. When an aircraft such as an
2611:
Burton, Tony; David Sharpe; Nick Jenkins; Ervin Bossanyi (2001).
1467:
1307:
183:
When the mean angle of attack of the wings is beyond the stall a
136:
40:
428:
at maximum weight, while the bottom of the green arc indicates V
3442:
1565:" aircraft, he solved many engineering problems which made the
1414:
1410:
1399:
1361:
987:
982:
909:
880:
481:
395:
reduces the stall speed by energizing the flow over the wings.
237:
inputs, indicates the pilot has actually stalled the aircraft.
118:
1751:
USAF & NATO Report RTO-TR-015 AC/323/(HFM-015)/TP-1 (2001)
1192:; deep stall is suspected to be cause of another Trident (the
124:
Because stalls are most commonly discussed in connection with
3425:
USAF & NATO Report RTO-TR-015 AC/323/(HFM-015)/TP-1 (2001
1725:
Vectored Propulsion, Supermaneuverability, and Robot Aircraft
1003:
941:
864:(FAA) terminology, the above example illustrates a so-called
200:
76:
1232:
aircraft are also at risk of getting into a deep stall. Two
2562:
Buchner, A-J.; Soria, J.; Honnery, D.; Smits, A.J. (2018).
1476:
1253:
1172:
The name "deep stall" first came into widespread use after
958:
444:
speeds must be demonstrated empirically by flight testing.
329:
speed. Stall speed is increased when the wing surfaces are
3372:"What Are Canards, And Why Don't More Aircraft Have Them?"
2837:
Taylor, Robert T. & Edward J. Ray (15 November 1965).
2677:
Taylor, Robert T. & Edward J. Ray (15 November 1965).
1794:
Understanding Aerodynamics – Arguing From The Real Physics
1928:
Low-Speed Aerodynamics: From Wing Theory to Panel Methods
195:
2561:
2139:"Pilot's Handbook of Aeronautical Knowledge – Chapter 4"
1776:, Ray Whitford 1987, Jane's Publishing Company limited,
368:
of a fast aeroplane. Left edge is the stall speed curve.
710:= stall speed of the aircraft in straight, level flight
324:
The most common stall-spin scenarios occur on takeoff (
3247:"Harco Probes Still Causing Eclipse Airspeed Problems"
2104:
1310:
are, roll control is maintained when the stall begins.
1128:
1107:
1071:
1039:
1018:
2275:. Recreational Aviation Australia Inc. Archived from
1398:
is an electronic or mechanical device that sounds an
1333:
to stop separated flow progressing out along the wing
800:
770:
750:
718:
689:
660:
641:{\displaystyle V_{\text{st}}=V_{\text{s}}{\sqrt {n}}}
607:
576:
554:
532:
497:
79:, foil – including its shape, size, and finish – and
3087:
Williams, L. J.; Johnson, J. L. Jr. and Yip, L. P.,
1534:
died while flying in 1896 as the result of a stall.
977:) is a dangerous type of stall that affects certain
447:
244:. This is because all aircraft are equipped with an
2716:(Technical report). Irvin Aerospace. Archived from
1707:, p. 486. Aviation Supplies & Academics, 1997.
2106:
1501:Except for flight training, airplane testing, and
1134:
1113:
1090:
1045:
1024:
810:
776:
756:
724:
702:
673:
640:
582:
560:
538:
512:
3313:"X-31 EC94-42478-3: X-31 at high angle of attack"
2481:
986:rear-mounted nacelles may also exhibit a loss of
3499:
2529:. Archived from the original on 29 December 2007
1796:, Doug McLean 2013, John Wiley & Sons Ltd.,
1364:on the wing upper surface to postpone the stall.
849:For example, in a turn with bank angle of 45°, V
121:, thereby giving rise to post-stall technology.
1992:Federal Aviation Regulations Part25 section 201
1868:, Darrol Stinton 1983, BSP Professional Books,
1705:Dictionary of Aeronautical Terms, third edition
1245:showed that it was vulnerable to a deep stall.
484:of the aircraft plus extra lift to provide the
27:Abrupt reduction in lift due to flow separation
3041:
2361:Aerodynamics, Aeronautics and Flight Mechanics
2315:Aerodynamics, Aeronautics and Flight Mechanics
2207:
2205:
2296:
2294:
1285:
1217:in 2005 was also attributed to a deep stall.
2521:
2519:
2454:
1483:. Sustained post-stall flight is a type of
1417:and produces an audible warning in response.
1142:with little or no rotation of the aircraft.
3066:, EAA Sport Aviation, July 1991, pp. 53–59.
2877:
2875:
2815:
2813:
2202:
1925:
1505:, a stall is usually an undesirable event.
1264:Wing sweep and taper cause stalling at the
380:Stalls depend only on angle of attack, not
3446:(2007). "Slow Flight, Stalls, and Spins".
3402:"AirAsia flight QZ8501 'climbed too fast'"
3028:Airplane Flying Handbook (FAA-H-8083-3B),
2830:
2700:
2317:, p. 464, John Wiley & Sons, New York
2291:
1930:. Cambridge University Press. p. 525.
1461:
460:The normal stall speed, specified by the V
259:
3006:
2740:
2738:
2670:
2587:
2516:
2176:
2174:
2172:
2170:
1256:'s controlled deep-stall flight program.
2872:
2810:
2188:(3rd ed.). Air Registration Board.
1329:is a flat plate in the direction of the
948:
940:
893:1994 Fairchild Air Force Base B-52 crash
568:= load factor (greater than 1 in a turn)
451:
432:at maximum weight. While an aircraft's V
371:
360:
295:
199:
135:
31:
3064:Velocity... Solving a Deep Stall Riddle
2426:
2131:
1413:or a movable metal tab that actuates a
14:
3500:
3473:, Pitman Publishing Limited, London.
3145:: CS1 maint: archived copy as title (
3044:"Air France 447: Was it a Deep Stall?"
2776:: CS1 maint: archived copy as title (
2735:
2527:"Dynamic Stall, Unsteady Aerodynamics"
2180:
2167:
1911:: CS1 maint: archived copy as title (
1839:: CS1 maint: archived copy as title (
1320:aircraft to drop a wing when stalling.
957:being used for deep-stall research by
264:
196:Variation of lift with angle of attack
3432:(1997). Cambridge University Press.
3369:
2252:Flight testing of fixed wing aircraft
1681:Northwest Orient Airlines Flight 6231
981:designs, notably jet aircraft with a
3204:"Stall fences and vortex generators"
2707:Taylor, Anthony "Tony" P.
2617:. John Wiley and Sons. p. 139.
2273:"Airspeed and the properties of air"
2233:from the original on 3 November 2021
1697:
398:Speed definitions vary and include:
131:
3288:
3091:, AIAA paper 84-0562, January 1984.
2988:. Aviation-safety.net. 26 July 1993
2270:
2211:
1636:British European Airways Flight 548
1194:British European Airways Flight 548
24:
3349:"Designing the 1900 Wright Glider"
2940:. Aviation-safety.net. 3 June 1966
2706:
2427:Collins, Mike (1 September 2018).
436:speed is computed by design, its V
340:
25:
3544:
1686:Voepass Linhas Aéreas Flight 2283
1676:West Caribbean Airways Flight 708
1215:West Caribbean Airways Flight 708
448:In accelerated and turning flight
92:
2457:Aerospace Science and Technology
1091:{\textstyle \alpha =18^{\circ }}
903:
386:critical (stall) angle of attack
110:in aircraft is used to maintain
3444:Federal Aviation Administration
3394:
3370:Udris, Aleks (14 August 2014).
3363:
3341:
3323:
3305:
3282:
3265:
3239:
3230:Federal Aviation Administration
3222:
3196:
3179:
3170:
3153:
3113:
3094:
3081:
3076:ASN Wikibase Occurrence # 10732
3069:
3056:
3035:
3022:
3000:
2978:
2961:
2952:
2930:
2921:
2904:
2884:
2867:ASN Wikibase Occurrence # 20519
2860:
2801:
2784:
2661:
2631:
2604:
2555:
2475:
2448:
2420:
2404:. February 1996. Archived from
2402:Federal Aviation Administration
2390:
2366:
2353:
2340:
2327:
2307:
2264:
2245:
2146:Federal Aviation Administration
2105:Langewiesche, Wolfgang (1972).
2098:
2081:
2072:
2055:
2038:
2021:
2012:
1995:
1986:
1977:
1960:
1947:
1934:
1919:
1879:
862:Federal Aviation Administration
594:To achieve the extra lift, the
488:necessary to perform the turn:
356:
3487:, Princeton University Press,
3042:Peter Garrison (1 June 2011).
1859:
1847:
1807:
1787:
1767:
1754:
1745:
1717:
1626:1963 BAC One-Eleven test crash
13:
1:
3528:Emergency aircraft operations
3419:
3078:. Retrieved 4 September 2011.
2901:. Retrieved 4 September 2011.
2869:. Retrieved 4 September 2011.
2359:McCormick, Barnes W. (1979),
2313:McCormick, Barnes W. (1979),
2044:FAA Airplane flying handbook
2027:FAA Airplane flying handbook
2001:FAA Airplane flying handbook
1966:FAA Airplane flying handbook
1671:Indonesia AirAsia Flight 8501
1481:Dryden Flight Research Center
1406:, which consists of either a
998:vertical tail booster during
936:
674:{\displaystyle V_{\text{st}}}
309:Incipient spin & recovery
2846:NASA Langley Research Center
2686:NASA Langley Research Center
1926:Katz, J; Plotkin, A (2001).
1666:Turkish Airlines Flight 1951
1631:1966 Felthorpe Trident crash
1589:Coffin corner (aerodynamics)
1259:
1243:NASA Langley Research Center
703:{\displaystyle V_{\text{s}}}
273:can be made to stall in any
7:
3291:"Pugachev's Cobra Maneuver"
1866:The Design Of The Aeroplane
1572:
1490:
1380:stall identification system
1376:stall identification device
1252:sailplane was modified for
811:{\displaystyle {\sqrt {n}}}
10:
3549:
3232:, Advisory Circular 25-7A
2639:"What is the super-stall?"
2568:Journal of Fluid Mechanics
1542:to design their plane in "
1525:
1494:
1286:Warning and safety devices
144:A stall is a condition in
3430:A History of Aerodynamics
2547:: CS1 maint: unfit URL (
2469:10.1016/j.ast.2014.04.007
2181:Davies, David P. (1971).
1955:A History of Aerodynamics
1944:, Sections 5.28 and 16.48
1727:, Springer Verlag, 1990,
1646:China Airlines Flight 676
1641:China Airlines Flight 140
1422:angle-of-attack indicator
924:Stall delay can occur on
874:accelerated turning stall
480:required is equal to the
3449:Airplane Flying Handbook
3289:Ace (24 December 2006).
2113:. McGraw Hill. pp.
1691:
1651:Yeti Airlines Flight 691
898:
590:= weight of the aircraft
150:critical angle of attack
2958:AIB Report 4/73, p. 54.
2484:AIAA Scitech 2021 Forum
2337:, Sections 5.8 and 5.22
1557:" project to develop a
1462:Flight beyond the stall
1433:angle of attack limiter
1186:Hawker Siddeley Trident
1002:, as happened with the
872:is used to indicate an
260:Aerodynamic description
213:airfoils (thickness to
47:, as occurs at a stall.
3404:. BBC. 20 January 2015
1661:Colgan Air Flight 3407
1549:The aircraft engineer
1426:lift reserve indicator
1358:leading edge extension
1248:In the early 1980s, a
1136:
1115:
1092:
1047:
1026:
966:
946:
812:
778:
758:
726:
704:
675:
642:
584:
562:
540:
514:
457:
377:
369:
310:
209:
171:Stalling is caused by
141:
59:is a reduction in the
48:
3533:Aerospace engineering
3508:Aircraft aerodynamics
3359:on 27 September 2011.
3335:Glenn Research Center
2891:A Tale of Two Victors
2254:. Ralph D. Kimberlin
2215:(25 September 2000).
1854:Handling The Big Jets
1774:Design For Air Combat
1656:Air France Flight 447
1609:Spoiler (aeronautics)
1497:Spoiler (aeronautics)
1223:Air France Flight 447
1137:
1116:
1093:
1048:
1027:
952:
944:
813:
779:
759:
727:
705:
676:
643:
585:
563:
541:
515:
455:
375:
364:
331:contaminated with ice
308:
203:
139:
35:
3518:Aircraft wing design
3483:Stengel, R. (2004),
3253:on 26 September 2008
2614:Wind Energy Handbook
2589:10.1017/jfm.2018.112
2035:Chapter 4, pp. 11–12
2009:Chapter 4, pp. 12–16
1559:rotary wing aircraft
1485:supermaneuverability
1135:{\textstyle \alpha }
1126:
1114:{\textstyle \alpha }
1105:
1069:
1046:{\textstyle \alpha }
1037:
1025:{\textstyle \alpha }
1016:
866:turning flight stall
853:is 19% higher than V
798:
768:
748:
716:
687:
658:
605:
574:
552:
530:
513:{\displaystyle L=nW}
495:
393:Propeller slipstream
18:Stall (aerodynamics)
3353:The Wright Brothers
2580:2018JFM...841..746B
2492:10.2514/6.2021-1651
2217:"Advisory Circular"
2155:on 4 September 2013
1201:Canadair Challenger
1163:Handley Page Victor
1122:stall, give a high
319:ballistic parachute
271:fixed-wing aircraft
265:Fixed-wing aircraft
88:fixed-wing aircraft
3106:2008-05-29 at the
2897:2012-03-22 at the
2758:on 20 January 2015
2649:on 13 October 2009
2386:on 18 August 2011.
1466:As a wing stalls,
1404:stall warning horn
1250:Schweizer SGS 1-36
1238:leading-edge cuffs
1190:lost to deep stall
1132:
1111:
1088:
1043:
1022:
992:propeller aircraft
967:
955:Schweizer SGS 1-36
947:
808:
774:
754:
722:
700:
671:
638:
580:
558:
536:
510:
458:
378:
370:
311:
280:airspeed indicator
246:airspeed indicator
210:
142:
49:
37:Airflow separating
3459:978-1-60239-003-4
3319:on 22 April 1999.
2916:978 1 84415 570 5
2624:978-0-471-48997-9
2501:978-1-62410-609-5
2260:978-1-56347-564-1
2067:978-1-906183-00-4
2050:978-1-60239-003-4
2033:978-1-60239-003-4
2007:978-1-60239-003-4
1972:978-1-60239-003-4
1802:978-1-119-96751-4
1723:Benjamin Gal-Or,
1620:Notable accidents
1551:Juan de la Cierva
1360:that generates a
1354:anti-stall strake
1338:Vortex generators
1296:aerodynamic twist
1230:Canard-configured
1176:of the prototype
868:, while the term
845:
844:
806:
777:{\displaystyle W}
757:{\displaystyle L}
725:{\displaystyle n}
697:
668:
636:
628:
615:
583:{\displaystyle W}
561:{\displaystyle n}
539:{\displaystyle L}
486:centripetal force
321:recovery system.
306:
132:Formal definition
16:(Redirected from
3540:
3523:Aerial maneuvers
3463:
3428:Anderson, J.D.,
3414:
3413:
3411:
3409:
3398:
3392:
3391:
3389:
3387:
3378:. Archived from
3367:
3361:
3360:
3355:. Archived from
3345:
3339:
3338:
3327:
3321:
3320:
3315:. Archived from
3309:
3303:
3302:
3297:. Archived from
3286:
3280:
3269:
3263:
3262:
3260:
3258:
3249:. Archived from
3243:
3237:
3236:, paragraph 228.
3226:
3220:
3219:
3217:
3215:
3206:. Archived from
3200:
3194:
3183:
3177:
3174:
3168:
3157:
3151:
3150:
3144:
3136:
3134:
3132:
3123:. Archived from
3117:
3111:
3098:
3092:
3085:
3079:
3073:
3067:
3060:
3054:
3053:
3039:
3033:
3026:
3020:
3019:
3017:
3015:
3004:
2998:
2997:
2995:
2993:
2982:
2976:
2965:
2959:
2956:
2950:
2949:
2947:
2945:
2934:
2928:
2925:
2919:
2908:
2902:
2888:
2882:
2879:
2870:
2864:
2858:
2857:
2855:
2853:
2843:
2834:
2828:
2817:
2808:
2805:
2799:
2788:
2782:
2781:
2775:
2767:
2765:
2763:
2757:
2751:. Archived from
2750:
2742:
2733:
2732:
2730:
2728:
2722:
2715:
2704:
2698:
2697:
2695:
2693:
2683:
2674:
2668:
2665:
2659:
2658:
2656:
2654:
2645:. Archived from
2635:
2629:
2628:
2608:
2602:
2601:
2591:
2559:
2553:
2552:
2546:
2538:
2536:
2534:
2523:
2514:
2513:
2479:
2473:
2472:
2452:
2446:
2445:
2443:
2441:
2424:
2418:
2417:
2415:
2413:
2394:
2388:
2387:
2385:
2379:. Archived from
2378:
2370:
2364:
2357:
2351:
2350:, Equation 14.11
2344:
2338:
2331:
2325:
2311:
2305:
2298:
2289:
2288:
2286:
2284:
2268:
2262:
2249:
2243:
2242:
2240:
2238:
2232:
2221:
2209:
2200:
2199:
2178:
2165:
2164:
2162:
2160:
2154:
2148:. Archived from
2143:
2135:
2129:
2128:
2112:
2109:Stick and Rudder
2102:
2096:
2085:
2079:
2076:
2070:
2059:
2053:
2042:
2036:
2025:
2019:
2016:
2010:
1999:
1993:
1990:
1984:
1981:
1975:
1964:
1958:
1953:Anderson, J.D.,
1951:
1945:
1938:
1932:
1931:
1923:
1917:
1916:
1910:
1902:
1900:
1898:
1889:. Archived from
1883:
1877:
1863:
1857:
1851:
1845:
1844:
1838:
1830:
1828:
1826:
1817:. Archived from
1811:
1805:
1791:
1785:
1771:
1765:
1758:
1752:
1749:
1743:
1721:
1715:
1701:
1599:Lift coefficient
1594:Compressor stall
1473:Pugachev's cobra
1206:Canadair CRJ-100
1141:
1139:
1138:
1133:
1120:
1118:
1117:
1112:
1097:
1095:
1094:
1089:
1087:
1086:
1052:
1050:
1049:
1044:
1031:
1029:
1028:
1023:
817:
815:
814:
809:
807:
802:
789:
788:
783:
781:
780:
775:
763:
761:
760:
755:
731:
729:
728:
723:
709:
707:
706:
701:
699:
698:
695:
680:
678:
677:
672:
670:
669:
666:
647:
645:
644:
639:
637:
632:
630:
629:
626:
617:
616:
613:
596:lift coefficient
589:
587:
586:
581:
567:
565:
564:
559:
545:
543:
542:
537:
519:
517:
516:
511:
307:
166:lift coefficient
97:accretion of ice
61:lift coefficient
21:
3548:
3547:
3543:
3542:
3541:
3539:
3538:
3537:
3498:
3497:
3485:Flight Dynamics
3460:
3422:
3417:
3407:
3405:
3400:
3399:
3395:
3385:
3383:
3368:
3364:
3347:
3346:
3342:
3329:
3328:
3324:
3311:
3310:
3306:
3301:on 9 June 2015.
3287:
3283:
3270:
3266:
3256:
3254:
3245:
3244:
3240:
3227:
3223:
3213:
3211:
3202:
3201:
3197:
3184:
3180:
3175:
3171:
3158:
3154:
3138:
3137:
3130:
3128:
3127:on 7 March 2019
3121:"Archived copy"
3119:
3118:
3114:
3108:Wayback Machine
3099:
3095:
3086:
3082:
3074:
3070:
3061:
3057:
3040:
3036:
3027:
3023:
3013:
3011:
3007:Robert Bogash.
3005:
3001:
2991:
2989:
2984:
2983:
2979:
2966:
2962:
2957:
2953:
2943:
2941:
2936:
2935:
2931:
2926:
2922:
2909:
2905:
2899:Wayback Machine
2889:
2885:
2880:
2873:
2865:
2861:
2851:
2849:
2841:
2835:
2831:
2818:
2811:
2806:
2802:
2789:
2785:
2769:
2768:
2761:
2759:
2755:
2748:
2746:"Archived copy"
2744:
2743:
2736:
2726:
2724:
2723:on 4 March 2016
2720:
2713:
2705:
2701:
2691:
2689:
2681:
2675:
2671:
2666:
2662:
2652:
2650:
2637:
2636:
2632:
2625:
2609:
2605:
2560:
2556:
2540:
2539:
2532:
2530:
2525:
2524:
2517:
2502:
2480:
2476:
2453:
2449:
2439:
2437:
2425:
2421:
2411:
2409:
2396:
2395:
2391:
2383:
2376:
2372:
2371:
2367:
2363:, Equation 7.57
2358:
2354:
2345:
2341:
2332:
2328:
2312:
2308:
2299:
2292:
2282:
2280:
2279:on 31 July 2008
2271:Brandon, John.
2269:
2265:
2250:
2246:
2236:
2234:
2230:
2219:
2210:
2203:
2196:
2179:
2168:
2158:
2156:
2152:
2141:
2137:
2136:
2132:
2125:
2103:
2099:
2086:
2082:
2077:
2073:
2060:
2056:
2052:Chapter 4, p. 9
2043:
2039:
2026:
2022:
2017:
2013:
2000:
1996:
1991:
1987:
1982:
1978:
1974:Chapter 4, p. 7
1965:
1961:
1952:
1948:
1939:
1935:
1924:
1920:
1904:
1903:
1896:
1894:
1893:on 6 March 2019
1887:"Archived copy"
1885:
1884:
1880:
1864:
1860:
1852:
1848:
1832:
1831:
1824:
1822:
1821:on 6 March 2019
1815:"Archived copy"
1813:
1812:
1808:
1792:
1788:
1772:
1768:
1759:
1755:
1750:
1746:
1722:
1718:
1702:
1698:
1694:
1584:Aviation safety
1575:
1553:worked on his "
1540:Wright Brothers
1532:Otto Lilienthal
1530:German aviator
1528:
1511:flow separation
1499:
1493:
1464:
1400:audible warning
1302:and causes the
1288:
1269:dangerous nose
1262:
1152:Gloster Javelin
1127:
1124:
1123:
1106:
1103:
1102:
1082:
1078:
1070:
1067:
1066:
1038:
1035:
1034:
1017:
1014:
1013:
939:
906:
901:
885:Mitsubishi MU-2
856:
852:
801:
799:
796:
795:
769:
766:
765:
749:
746:
745:
717:
714:
713:
694:
690:
688:
685:
684:
665:
661:
659:
656:
655:
631:
625:
621:
612:
608:
606:
603:
602:
575:
572:
571:
553:
550:
549:
531:
528:
527:
496:
493:
492:
463:
450:
443:
439:
435:
431:
427:
419:
412:
405:
366:Flight envelope
359:
351:Royal Air Force
343:
341:Characteristics
296:
284:flight controls
267:
262:
230:Reynolds number
198:
173:flow separation
140:Stall formation
134:
108:Vectored thrust
104:glider aircraft
81:Reynolds number
69:angle of attack
63:generated by a
45:angle of attack
28:
23:
22:
15:
12:
11:
5:
3546:
3536:
3535:
3530:
3525:
3520:
3515:
3513:Aviation risks
3510:
3496:
3495:
3481:
3464:
3458:
3440:
3426:
3421:
3418:
3416:
3415:
3393:
3362:
3340:
3322:
3304:
3281:
3264:
3238:
3221:
3195:
3178:
3169:
3152:
3112:
3093:
3080:
3068:
3055:
3034:
3021:
2999:
2977:
2960:
2951:
2929:
2920:
2903:
2883:
2871:
2859:
2829:
2809:
2800:
2783:
2734:
2699:
2669:
2660:
2630:
2623:
2603:
2554:
2515:
2500:
2474:
2447:
2419:
2389:
2365:
2352:
2346:Clancy, L.J.,
2339:
2333:Clancy, L.J.,
2326:
2306:
2304:, Section 5.22
2300:Clancy, L.J.,
2290:
2263:
2244:
2201:
2194:
2166:
2130:
2123:
2097:
2080:
2071:
2054:
2037:
2020:
2018:14 CFR part 23
2011:
1994:
1985:
1983:14 CFR part 61
1976:
1959:
1946:
1940:Clancy, L.J.,
1933:
1918:
1878:
1858:
1846:
1806:
1786:
1766:
1760:Clancy, L.J.,
1753:
1744:
1716:
1695:
1693:
1690:
1689:
1688:
1683:
1678:
1673:
1668:
1663:
1658:
1653:
1648:
1643:
1638:
1633:
1628:
1622:
1621:
1617:
1616:
1611:
1606:
1601:
1596:
1591:
1586:
1580:
1579:
1574:
1571:
1527:
1524:
1495:Main article:
1492:
1489:
1463:
1460:
1437:
1436:
1429:
1418:
1392:
1383:
1365:
1350:
1343:boundary layer
1334:
1321:
1311:
1287:
1284:
1261:
1258:
1188:(G-ARPY), was
1131:
1110:
1101:The very high
1085:
1081:
1077:
1074:
1042:
1021:
1000:flight testing
938:
935:
905:
902:
900:
897:
854:
850:
847:
846:
843:
842:
839:
835:
834:
831:
827:
826:
823:
819:
818:
805:
793:
773:
753:
734:
733:
721:
711:
693:
682:
664:
649:
648:
635:
624:
620:
611:
592:
591:
579:
569:
557:
547:
535:
521:
520:
509:
506:
503:
500:
461:
449:
446:
441:
437:
433:
429:
425:
422:
421:
417:
414:
410:
407:
403:
358:
355:
342:
339:
291:light aircraft
266:
263:
261:
258:
197:
194:
187:, which is an
133:
130:
73:critical value
53:fluid dynamics
26:
9:
6:
4:
3:
2:
3545:
3534:
3531:
3529:
3526:
3524:
3521:
3519:
3516:
3514:
3511:
3509:
3506:
3505:
3503:
3494:
3493:0-691-11407-2
3490:
3486:
3482:
3480:
3479:0-273-01120-0
3476:
3472:
3468:
3465:
3461:
3455:
3451:
3450:
3445:
3441:
3439:
3438:0-521-66955-3
3435:
3431:
3427:
3424:
3423:
3403:
3397:
3382:on 4 May 2021
3381:
3377:
3373:
3366:
3358:
3354:
3350:
3344:
3336:
3332:
3326:
3318:
3314:
3308:
3300:
3296:
3295:Aviation Fans
3292:
3285:
3278:
3277:0-521-80992-4
3274:
3268:
3252:
3248:
3242:
3235:
3231:
3225:
3210:on 8 May 2009
3209:
3205:
3199:
3192:
3191:1 85310 719 0
3188:
3182:
3173:
3166:
3165:0-13-339060-8
3162:
3156:
3148:
3142:
3126:
3122:
3116:
3109:
3105:
3102:
3097:
3090:
3084:
3077:
3072:
3065:
3059:
3051:
3050:
3045:
3038:
3031:
3025:
3010:
3009:"Deep Stalls"
3003:
2987:
2981:
2974:
2973:0-7715-9145-4
2970:
2964:
2955:
2939:
2933:
2924:
2917:
2913:
2907:
2900:
2896:
2892:
2887:
2878:
2876:
2868:
2863:
2847:
2840:
2833:
2826:
2825:0 7509 1838 1
2822:
2816:
2814:
2804:
2797:
2796:0 7509 1838 1
2793:
2787:
2779:
2773:
2754:
2747:
2741:
2739:
2719:
2712:
2711:
2703:
2687:
2680:
2673:
2664:
2648:
2644:
2640:
2634:
2626:
2620:
2616:
2615:
2607:
2599:
2595:
2590:
2585:
2581:
2577:
2573:
2569:
2565:
2558:
2550:
2544:
2528:
2522:
2520:
2511:
2507:
2503:
2497:
2493:
2489:
2485:
2478:
2470:
2466:
2462:
2458:
2451:
2436:
2435:
2430:
2423:
2408:on 5 May 2009
2407:
2403:
2399:
2393:
2382:
2375:
2374:"Stall speed"
2369:
2362:
2356:
2349:
2343:
2336:
2330:
2324:
2323:0-471-03032-5
2320:
2316:
2310:
2303:
2297:
2295:
2278:
2274:
2267:
2261:
2257:
2253:
2248:
2229:
2225:
2218:
2214:
2208:
2206:
2197:
2191:
2187:
2186:
2177:
2175:
2173:
2171:
2151:
2147:
2140:
2134:
2126:
2124:9780070362406
2120:
2116:
2111:
2110:
2101:
2094:
2093:0 7509 1838 1
2090:
2084:
2075:
2068:
2064:
2058:
2051:
2047:
2041:
2034:
2030:
2024:
2015:
2008:
2004:
1998:
1989:
1980:
1973:
1969:
1963:
1957:, pp. 296–311
1956:
1950:
1943:
1937:
1929:
1922:
1914:
1908:
1892:
1888:
1882:
1875:
1874:0-632-01877-1
1871:
1867:
1862:
1855:
1850:
1842:
1836:
1820:
1816:
1810:
1803:
1799:
1795:
1790:
1783:
1779:
1775:
1770:
1764:, Section 5.7
1763:
1757:
1748:
1742:
1741:3-540-97161-0
1738:
1734:
1733:0-387-97161-0
1730:
1726:
1720:
1714:
1713:1-56027-287-2
1710:
1706:
1703:Crane, Dale:
1700:
1696:
1687:
1684:
1682:
1679:
1677:
1674:
1672:
1669:
1667:
1664:
1662:
1659:
1657:
1654:
1652:
1649:
1647:
1644:
1642:
1639:
1637:
1634:
1632:
1629:
1627:
1624:
1623:
1619:
1618:
1615:
1612:
1610:
1607:
1605:
1604:Spin (flight)
1602:
1600:
1597:
1595:
1592:
1590:
1587:
1585:
1582:
1581:
1577:
1576:
1570:
1568:
1564:
1560:
1556:
1552:
1547:
1545:
1541:
1537:
1536:Wilbur Wright
1533:
1523:
1519:
1515:
1512:
1508:
1504:
1498:
1488:
1486:
1482:
1478:
1474:
1469:
1459:
1455:
1452:
1449:
1446:If a forward
1444:
1440:
1434:
1430:
1427:
1423:
1419:
1416:
1412:
1409:
1405:
1401:
1397:
1396:stall warning
1393:
1390:
1389:
1384:
1381:
1377:
1372:
1371:
1366:
1363:
1359:
1355:
1351:
1348:
1344:
1340:
1339:
1335:
1332:
1328:
1327:
1322:
1318:
1317:
1312:
1309:
1305:
1301:
1297:
1293:
1292:
1291:
1283:
1280:
1274:
1272:
1267:
1266:tip of a wing
1257:
1255:
1251:
1246:
1244:
1239:
1235:
1231:
1227:
1224:
1218:
1216:
1211:
1207:
1202:
1198:
1195:
1191:
1187:
1183:
1179:
1175:
1170:
1167:
1164:
1160:
1157:
1153:
1148:
1145:
1129:
1108:
1099:
1083:
1079:
1075:
1072:
1064:
1059:
1054:
1040:
1019:
1011:
1007:
1005:
1001:
997:
996:precautionary
993:
989:
984:
980:
976:
972:
964:
963:Mojave Desert
960:
956:
951:
943:
934:
932:
927:
922:
920:
914:
911:
904:Dynamic stall
896:
894:
889:
886:
882:
877:
875:
871:
867:
863:
860:According to
858:
840:
837:
836:
832:
829:
828:
824:
821:
820:
803:
794:
791:
790:
787:
786:
785:
771:
751:
743:
739:
738:angle of bank
732:= load factor
719:
712:
691:
683:
681:= stall speed
662:
654:
653:
652:
633:
622:
618:
609:
601:
600:
599:
597:
577:
570:
555:
548:
533:
526:
525:
524:
507:
504:
501:
498:
491:
490:
489:
487:
483:
479:
475:
470:
467:
454:
445:
415:
408:
401:
400:
399:
396:
394:
389:
387:
383:
374:
367:
363:
354:
352:
348:
347:Short Belfast
338:
334:
332:
327:
322:
320:
316:
294:
292:
287:
285:
281:
276:
272:
257:
255:
249:
247:
243:
238:
234:
231:
227:
222:
220:
216:
207:
202:
193:
190:
186:
181:
177:
174:
169:
167:
163:
162:relative wind
159:
155:
151:
147:
138:
129:
127:
122:
120:
117:
113:
109:
105:
102:
98:
94:
89:
84:
82:
78:
74:
70:
66:
62:
58:
54:
46:
42:
38:
34:
30:
19:
3484:
3471:Aerodynamics
3470:
3467:L. J. Clancy
3448:
3429:
3406:. Retrieved
3396:
3384:. Retrieved
3380:the original
3375:
3365:
3357:the original
3352:
3343:
3325:
3317:the original
3307:
3299:the original
3294:
3284:
3267:
3255:. Retrieved
3251:the original
3241:
3233:
3224:
3212:. Retrieved
3208:the original
3198:
3181:
3172:
3155:
3129:. Retrieved
3125:the original
3115:
3096:
3088:
3083:
3071:
3063:
3058:
3047:
3037:
3024:
3012:. Retrieved
3002:
2990:. Retrieved
2980:
2963:
2954:
2942:. Retrieved
2932:
2923:
2906:
2886:
2862:
2852:24 September
2850:. Retrieved
2845:
2832:
2803:
2786:
2760:. Retrieved
2753:the original
2725:. Retrieved
2718:the original
2709:
2702:
2692:24 September
2690:. Retrieved
2685:
2672:
2663:
2651:. Retrieved
2647:the original
2643:Aviationshop
2642:
2633:
2613:
2606:
2571:
2567:
2557:
2531:. Retrieved
2483:
2477:
2460:
2456:
2450:
2438:. Retrieved
2432:
2422:
2410:. Retrieved
2406:the original
2392:
2381:the original
2368:
2360:
2355:
2348:Aerodynamics
2347:
2342:
2335:Aerodynamics
2334:
2329:
2314:
2309:
2302:Aerodynamics
2301:
2281:. Retrieved
2277:the original
2266:
2251:
2247:
2235:. Retrieved
2223:
2183:
2157:. Retrieved
2150:the original
2133:
2108:
2100:
2083:
2074:
2057:
2040:
2023:
2014:
1997:
1988:
1979:
1962:
1954:
1949:
1942:Aerodynamics
1941:
1936:
1927:
1921:
1895:. Retrieved
1891:the original
1881:
1865:
1861:
1853:
1849:
1823:. Retrieved
1819:the original
1809:
1793:
1789:
1782:0 7106 04262
1773:
1769:
1762:Aerodynamics
1761:
1756:
1747:
1724:
1719:
1704:
1699:
1548:
1529:
1520:
1516:
1500:
1465:
1456:
1453:
1445:
1441:
1438:
1432:
1425:
1421:
1403:
1395:
1388:stick shaker
1386:
1379:
1375:
1370:stick pusher
1368:
1353:
1336:
1324:
1314:
1299:
1295:
1289:
1275:
1263:
1247:
1228:
1219:
1196:
1182:stick shaker
1171:
1165:
1158:
1149:
1100:
1058:Douglas DC-9
1055:
1008:
974:
970:
968:
923:
915:
907:
890:
878:
873:
869:
865:
859:
848:
735:
650:
593:
522:
471:
459:
423:
397:
390:
379:
357:Stall speeds
344:
335:
323:
312:
288:
268:
250:
239:
235:
223:
211:
189:autorotation
182:
178:
170:
158:aspect ratio
149:
146:aerodynamics
143:
123:
85:
71:exceeds its
56:
50:
29:
3062:Cox, Jack,
3032:, p. 15–13.
3014:4 September
2762:18 December
2727:15 December
2653:2 September
2440:12 November
2412:18 February
2224:rgl.faa.gov
1326:stall fence
1316:stall strip
1063:load factor
975:super-stall
870:accelerated
792:Bank angle
474:banked turn
466:load factor
226:wind tunnel
206:wind tunnel
93:stall speed
3502:Categories
3420:References
3408:21 January
3376:Boldmethod
3331:"Spoilers"
3030:chapter 15
2574:: 746–66.
2434:AOPA Pilot
2195:0903083019
1614:Wing twist
1569:possible.
1567:helicopter
1503:aerobatics
1210:Boeing 727
990:. T-tail
971:deep stall
937:Deep stall
931:propellers
744:) between
86:Stalls in
43:at a high
3257:4 October
2975:, p. 169.
2918:, p. 250.
2827:, p. 182.
2798:, p. 166.
2598:126033643
2510:234321807
1304:wing root
1260:Tip stall
1174:the crash
1130:α
1109:α
1084:∘
1073:α
1065:) was at
1061:vertical
1041:α
1020:α
961:over the
919:bumblebee
326:departure
116:propeller
101:unpowered
95:) or the
3469:(1975),
3333:. NASA,
3214:25 April
3141:cite web
3104:Archived
2895:Archived
2772:cite web
2543:cite web
2533:25 March
2486:: 1651.
2463:: 4–17.
2283:9 August
2237:14 March
2228:Archived
2185:Handling
2159:13 March
1907:cite web
1876:, p. 464
1835:cite web
1804:, p. 322
1578:Articles
1573:See also
1563:autogyro
1555:Autogiro
1507:Spoilers
1491:Spoilers
1408:pressure
1347:momentum
1308:ailerons
1271:pitch up
1234:Velocity
1178:BAC 1-11
1144:BAC 1-11
1010:Trubshaw
979:aircraft
965:in 1983.
926:airfoils
382:airspeed
289:In most
242:airspeed
154:planform
126:aviation
112:altitude
39:from an
3386:27 June
3193:, p.369
3167:, p.244
3131:6 March
2992:2 April
2944:2 April
2576:Bibcode
2095:, p.165
1897:3 March
1825:3 March
1784:, p. 15
1526:History
1479:at the
1468:aileron
1300:washout
1279:washout
913:stall.
651:where:
523:where:
41:airfoil
3491:
3477:
3456:
3436:
3275:
3189:
3163:
3049:Flying
2971:
2914:
2823:
2794:
2621:
2596:
2508:
2498:
2321:
2258:
2192:
2121:
2091:
2069:, p.93
2065:
2048:
2031:
2005:
1970:
1872:
1800:
1780:
1739:
1731:
1711:
1544:canard
1448:canard
1415:switch
1411:sensor
1362:vortex
1197:G-ARPI
1156:serial
988:thrust
983:T-tail
910:vortex
881:torque
742:secant
546:= lift
482:weight
476:, the
219:camber
156:, its
119:thrust
2842:(PDF)
2756:(PDF)
2749:(PDF)
2721:(PDF)
2714:(PDF)
2682:(PDF)
2594:S2CID
2506:S2CID
2384:(PDF)
2377:(PDF)
2231:(PDF)
2220:(PDF)
2153:(PDF)
2142:(PDF)
2115:18–21
1692:Notes
1356:is a
1331:chord
1166:XL159
1159:WD808
1004:A400M
899:Types
841:1.41
833:1.19
825:1.07
472:In a
440:and V
275:pitch
254:flaps
215:chord
77:fluid
57:stall
3489:ISBN
3475:ISBN
3454:ISBN
3434:ISBN
3410:2015
3388:2021
3273:ISBN
3259:2008
3216:2009
3187:ISBN
3161:ISBN
3147:link
3133:2019
3016:2011
2994:2013
2969:ISBN
2946:2013
2912:ISBN
2854:2018
2848:: 20
2821:ISBN
2792:ISBN
2778:link
2764:2015
2729:2015
2694:2018
2655:2009
2619:ISBN
2549:link
2535:2016
2496:ISBN
2442:2019
2414:2009
2319:ISBN
2285:2008
2256:ISBN
2239:2022
2190:ISBN
2161:2014
2119:ISBN
2089:ISBN
2063:ISBN
2046:ISBN
2029:ISBN
2003:ISBN
1968:ISBN
1913:link
1899:2019
1870:ISBN
1841:link
1827:2019
1798:ISBN
1778:ISBN
1737:ISBN
1729:ISBN
1709:ISBN
1477:X-31
1254:NASA
973:(or
959:NASA
838:60°
830:45°
822:30°
764:and
478:lift
315:spin
185:spin
65:foil
55:, a
3228:US
2688:: 9
2584:doi
2572:841
2488:doi
2465:doi
2213:FAA
1431:An
1420:An
1378:or
1352:An
1294:An
67:as
51:In
3504::
3374:.
3351:.
3293:.
3143:}}
3139:{{
3046:.
2893:.
2874:^
2844:.
2812:^
2774:}}
2770:{{
2737:^
2684:.
2641:.
2592:.
2582:.
2570:.
2566:.
2545:}}
2541:{{
2518:^
2504:.
2494:.
2461:44
2459:.
2431:.
2400:.
2293:^
2226:.
2222:.
2204:^
2169:^
2144:.
2117:.
1909:}}
1905:{{
1837:}}
1833:{{
1735:,
1487:.
1394:A
1385:A
1367:A
1323:A
1313:A
1080:18
1006:.
969:A
953:A
933:.
895:.
857:.
851:st
784:.
667:st
614:st
442:S1
438:S0
430:S1
426:S0
418:S1
411:S0
269:A
106:.
83:.
3462:.
3412:.
3390:.
3337:.
3279:.
3261:.
3218:.
3149:)
3135:.
3110:.
3052:.
3018:.
2996:.
2948:.
2856:.
2780:)
2766:.
2731:.
2696:.
2657:.
2627:.
2600:.
2586::
2578::
2551:)
2537:.
2512:.
2490::
2471:.
2467::
2444:.
2416:.
2287:.
2241:.
2198:.
2163:.
2127:.
1915:)
1901:.
1843:)
1829:.
1382:.
1154:(
1076:=
855:s
804:n
772:W
752:L
720:n
696:s
692:V
663:V
634:n
627:s
623:V
619:=
610:V
578:W
556:n
534:L
508:W
505:n
502:=
499:L
462:S
434:S
416:V
409:V
404:S
402:V
20:)
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