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
22:
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.
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.
931:
326:
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.
169:
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.
362:
939:
222:
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.
126:
1271:
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.
190:
442:
286:
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:
351:
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
917:
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
1192:
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
1135:
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
1110:
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
317:
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
168:
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
164:
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
1502:
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
1439:
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
974:
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
876:
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
225:
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
1510:
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
325:
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
905:
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
901:
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
221:
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
201:
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
1308:
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
1270:
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
1049:
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
1257:
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
1459:
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
1265:
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
266:
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.
289:
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.
288:
294:
292:
287:
1157:
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.
457:
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.
1506:
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.
1229:
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
240:
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
293:
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.
2386:
1362:
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
291:
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.
1209:
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
79:
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
2173:
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.
1201:
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:
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
1443:
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.
1334:
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
1085:
290:
668:
334:
Different aircraft types have different stalling characteristics but they only have to be good enough to satisfy their particular
Airworthiness authority. For example, the
697:
805:
137:
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
2697:
1391:
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.
897:
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.
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
275:
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.
877:
drastic increases in power at low altitude and low airspeed, as an accelerated stall under these conditions is very difficult to safely recover from.
2471:
Khalifa, Nabil M.; Rezaei, Amir S.; Taha, Haithem E. (2021). "Comparing the performance of different turbulence models in predicting dynamic stall".
3109:
2138:
3092:
1447:
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
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
3360:
3018:
918:
delayed momentarily and a lift coefficient significantly higher than the steady-state maximum is achieved. The effect was first noticed on
3337:
2261:
2627:
3135:
2766:
1901:
1829:
193:
An example of the relationship between angle of attack and lift on a cambered airfoil. The exact relationship is usually measured in a
2444:
Buchner, A. J.; Soria, J. (2015). "Measurements of the flow due to a rapidly pitching plate using time resolved high resolution PIV".
2417:
2904:
380:
The actual stall speed will vary depending on the airplane's weight, altitude, configuration, and vertical and lateral acceleration.
1428:
Stall warning systems often involve inputs from a broad range of sensors and systems to include a dedicated angle of attack sensor.
1338:
in the boundary layer. By increasing the momentum of the boundary layer, airflow separation and the resulting stall may be delayed.
1144:
881:
2362:
1295:
to stall before the wing tip. This makes the stall gentle and progressive. Since the stall is delayed at the wing tips, where the
413:
An airspeed indicator, for the purpose of flight-testing, may have the following markings: the bottom of the white arc indicates V
2050:
Tester Zero One – The making Of A Test Pilot, Wg. Cdr. J.A. "Robby" Robinson AFC, FRAeS, RAF (Retd) 2007, Old Forge
Publishing,
3516:
2706:
3446:
2611:
2488:
2248:
2055:
2038:
2021:
1995:
1960:
1790:
1669:
1511:
advantage of avoiding the need to increase lift in the wing that is dropping (which may bring that wing closer to stalling).
983:
are generally resistant to deep stalls, because the prop wash increases airflow over the wing root, but may be fitted with a
934:
Diagrammatic representation of a deep stall. Normal flight (above), Deep stall condition - T-tail in "shadow" of wing (below)
263:
1169:
G-ASHG on 22 October 1963, which killed its crew. This led to changes to the aircraft, including the installation of a
3179:
2883:
2813:
2784:
2081:
1550:
which, he hoped, would be unable to stall and which therefore would be safer than aeroplanes. In developing the resulting "
593:
1674:
1464:) are sometimes performed at airshows. The highest angle of attack in sustained flight so far demonstrated was 70° in the
1807:
1624:
1182:
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"
1770:
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
197:
and depends on the airfoil section. The relationship for an aircraft wing depends on the planform and its aspect ratio.
177:
3481:
3467:
3426:
3265:
3153:
2961:
2808:"Accident Report No. EW/C/039, Appendix IV in "Trubshaw Test Pilot". Trubshaw and Edmondson, Sutton Publishing 1998,
2311:
2111:
1862:
1729:
1721:
1701:
1664:
1203:
2515:
1045:
Typical values both for the range of deep stall, as defined above, and the locked-in trim point are given for the
3432:
3279:
3218:
2656:"Aerodynamic Design Features of the DC-9" Shevell and Schaufele, J. Aircraft Vol. 3, No. 6, Nov–Dec 1966, p. 518.
2390:
2201:
2134:
850:
3521:
3496:
2182:
1614:
1162:
272:
3506:
3436:
2537:
1659:
1469:
1654:
1619:
1577:
1231:
1178:
3113:
1330:, tiny strips of metal or plastic placed on top of the wing near the leading edge that protrude past the
3089:
2827:
2667:
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.
146:
64:. The critical angle of attack is typically about 15°, but it may vary significantly depending on the
3511:
3305:
1634:
1629:
1057:
1051:
454:
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.
3368:
1639:
906:
rapidly changing angles of attack. Oscillating (flapping) wings, such as those of insects like the
646:
374:
61:
675:
3501:
3032:
1262:. Swept wings have to incorporate features which prevent pitch-up caused by premature tip stall.
1174:
984:
786:
104:
3345:
2974:
2926:
2265:
1649:
1346:
142:
53:
2601:
245:/slats decreases the stall speed to allow the aircraft to take off and land at a lower speed.
21:
3323:
2635:
1644:
1597:
1495:
1485:
1211:
207:
1042:, for a given aircraft configuration, where there is no pitching moment, i.e. a trim point.
3174:
Flightwise – Principles Of
Aircraft Flight, Chris Carpenter 1996, Airlife Publishing Ltd.,
2564:
2103:
1547:
1532:
1473:
1436:
1218:
919:
314:
2387:"Part 23 – Airworthiness Standards: §23.203 Turning flight and accelerated turning stalls"
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
483:
8:
2956:"Winging It The Making Of The Canadair Challenger". Stuart Logie, Macmillan Canada 1992,
1461:
1189:
1151:
1114:
1093:
1025:
1004:
381:
307:
303:
259:
206:
ratios of around 10%), the critical angle is higher than with a thin airfoil of the same
173:
153:) for most subsonic airfoils. The critical angle of attack is the angle of attack on the
76:
3064:
2855:
2568:
3319:
2582:
2494:
2369:
2067:
Handling The Big Jets – Third
Edition 1971, D.P.Davies, Civil Aviation Authority, p.113
1267:
1238:
980:
943:
756:
736:
704:
562:
540:
518:
268:
234:
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.
213:
The information in a graph of this kind is gathered using a model of the airfoil in a
157:
versus angle-of-attack (Cl~alpha) curve at which the maximum lift coefficient occurs.
3477:
3463:
3442:
3422:
3261:
3175:
3149:
3129:
3037:
2957:
2900:
2809:
2780:
2760:
2699:
The system approach to spin/stall parachute recovery systems–a five year update
2607:
2586:
2531:
2498:
2484:
2307:
2244:
2178:
2107:
2077:
2051:
2034:
2017:
1991:
1956:
1895:
1858:
1823:
1786:
1766:
1725:
1717:
1697:
1539:
1226:
1225:
aircraft crashed due to locked-in deep stalls. Testing revealed that the addition of
474:
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.
729:
and the square root of the load factor. It derives from the trigonometric relation (
2572:
2476:
2453:
2096:
1587:
1582:
1326:
1319:
1194:
584:
322:
or frost creating a rougher surface, and heavier airframe due to ice accumulation.
319:
203:
154:
103:
or controlled flight with wings stalled by replacing lost wing lift with engine or
96:
89:
85:
49:
3165:
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"
462:
3096:
2887:
2870:"The Quick and the Dead". W. A. Waterton, Frederick Mueller, London 1956, p. 216.
2171:
1572:
1528:
1520:
1499:
1140:
873:
354:
339:
242:
218:
161:
92:
69:
57:
33:
25:
3148:
Fundamentals Of Flight – Second Edition, Richard S.Shevell, Prentice Hall 1983,
2997:
2879:
3390:
1331:
1001:
gives a broad definition of deep stall as penetrating to such angles of attack
998:
988:
279:
41:
2457:
3490:
2741:
1592:
1524:
951:
726:
335:
150:
2599:
1197:
was lost in flight testing due to a deep stall. It has been reported that a
365:
The airspeed indicator is often used to indirectly predict stall conditions.
3455:
1376:
1358:
1170:
1046:
466:
134:
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
2577:
2552:
2076:
Test Pilot, Brian Trubshaw With Sally Edmondson 1998, Sutton Publishing,
1304:
1222:
1193:
escape from the aircraft in time and was killed. On 26 July 1993, a
214:
194:
2480:
2422:
1602:
1555:
1491:
1314:
1198:
725:
The table that follows gives some examples of the relation between the
350:
3287:
938:
3441:(2nd ed.). New York: Skyhorse Publishing. pp. 4-1 to 4-16.
2825:
2665:
1292:
907:
361:
338:
heavy freighter had a marginal nose drop which was acceptable to the
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
441:
3223:
Flight Test Guide for Certification of Transport Category Airplanes
1845:– Third Edition, D.P. Davies, Civil Aviation Authority, pp. 113–115
1551:
1543:
1396:
1335:
1259:
1254:
1166:
1132:
967:
914:
730:
370:
230:
114:
100:
1460:
effectiveness of the ailerons. Short-term stalls at 90–120° (e.g.
1413:
for light aircraft, the "AlphaSystemsAOA" and a nearly identical "
872:
creates a risk of accelerated stalls. When an aircraft such as an
2600:
Burton, Tony; David Sharpe; Nick Jenkins; Ervin Bossanyi (2001).
1456:
1296:
172:
When the mean angle of attack of the wings is beyond the stall a
125:
29:
417:
at maximum weight, while the bottom of the green arc indicates V
3431:
1554:" aircraft, he solved many engineering problems which made the
1403:
1399:
1388:
1350:
976:
971:
898:
869:
470:
384:
reduces the stall speed by energizing the flow over the wings.
226:
inputs, indicates the pilot has actually stalled the aircraft.
107:
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
992:
930:
853:(FAA) terminology, the above example illustrates a so-called
189:
65:
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).
1465:
1242:
1161:
The name "deep stall" first came into widespread use after
947:
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
184:
2550:
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"
2093:
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
436:
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"
2470:
975:rear-mounted nacelles may also exhibit a loss of
3488:
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
3030:
2350:Aerodynamics, Aeronautics and Flight Mechanics
2304:Aerodynamics, Aeronautics and Flight Mechanics
2196:
2194:
2285:
2283:
1274:
1206:in 2005 was also attributed to a deep stall.
2510:
2508:
2443:
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:
2191:
1914:
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),
2819:
2689:
2306:, p. 464, John Wiley & Sons, New York
2280:
1919:. Cambridge University Press. p. 525.
1450:
449:The normal stall speed, specified by the V
248:
2995:
2729:
2727:
2659:
2576:
2505:
2165:
2163:
2161:
2159:
1245:'s controlled deep-stall flight program.
2861:
2799:
2177:(3rd ed.). Air Registration Board.
1318:is a flat plate in the direction of the
937:
929:
882:1994 Fairchild Air Force Base B-52 crash
557:= load factor (greater than 1 in a turn)
440:
421:at maximum weight. While an aircraft's V
360:
349:
284:
188:
124:
20:
3053:Velocity... Solving a Deep Stall Riddle
2415:
2120:
1402:or a movable metal tab that actuates a
3489:
3462:, Pitman Publishing Limited, London.
3134:: CS1 maint: archived copy as title (
3033:"Air France 447: Was it a Deep Stall?"
2765:: CS1 maint: archived copy as title (
2724:
2516:"Dynamic Stall, Unsteady Aerodynamics"
2169:
2156:
1900:: CS1 maint: archived copy as title (
1828:: CS1 maint: archived copy as title (
1309:aircraft to drop a wing when stalling.
946:being used for deep-stall research by
253:
185:Variation of lift with angle of attack
3421:(1997). Cambridge University Press.
3358:
2241:Flight testing of fixed wing aircraft
1670:Northwest Orient Airlines Flight 6231
970:designs, notably jet aircraft with a
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
1686:
387:Speed definitions vary and include:
120:
3277:
3080:, AIAA paper 84-0562, January 1984.
2977:. Aviation-safety.net. 26 July 1993
2259:
2200:
1625:British European Airways Flight 548
1183:British European Airways Flight 548
13:
3338:"Designing the 1900 Wright Glider"
2929:. Aviation-safety.net. 3 June 1966
2695:
2416:Collins, Mike (1 September 2018).
425:speed is computed by design, its V
329:
14:
3533:
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 }}
892:
375:critical (stall) angle of attack
99:in aircraft is used to maintain
3433:Federal Aviation Administration
3383:
3359:Udris, Aleks (14 August 2014).
3352:
3330:
3312:
3294:
3271:
3254:
3228:
3219:Federal Aviation Administration
3211:
3185:
3168:
3159:
3142:
3102:
3083:
3070:
3065:ASN Wikibase Occurrence # 10732
3058:
3045:
3024:
3011:
2989:
2967:
2950:
2941:
2919:
2910:
2893:
2873:
2856:ASN Wikibase Occurrence # 20519
2849:
2790:
2773:
2650:
2620:
2593:
2544:
2464:
2437:
2409:
2393:. February 1996. Archived from
2391:Federal Aviation Administration
2379:
2355:
2342:
2329:
2316:
2296:
2253:
2234:
2135:Federal Aviation Administration
2094:Langewiesche, Wolfgang (1972).
2087:
2070:
2061:
2044:
2027:
2010:
2001:
1984:
1975:
1966:
1949:
1936:
1923:
1908:
1868:
851:Federal Aviation Administration
583:To achieve the extra lift, the
477:necessary to perform the turn:
345:
3476:, Princeton University Press,
3031:Peter Garrison (1 June 2011).
1848:
1836:
1796:
1776:
1756:
1743:
1734:
1706:
1615:1963 BAC One-Eleven test crash
1:
3517:Emergency aircraft operations
3408:
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
925:
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)
1248:
1232:NASA Langley Research Center
692:{\displaystyle V_{\text{s}}}
262:can be made to stall in any
7:
3280:"Pugachev's Cobra Maneuver"
1855:The Design Of The Aeroplane
1561:
1479:
1369:stall identification system
1365:stall identification device
1241:sailplane was modified for
800:{\displaystyle {\sqrt {n}}}
10:
3538:
3221:, Advisory Circular 25-7A
2628:"What is the super-stall?"
2557:Journal of Fluid Mechanics
1531:to design their plane in "
1514:
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.
1680:
1640:Yeti Airlines Flight 691
887:
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:
777:
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:
3411:
3406:
3396:
3394:
3389:
3388:
3384:
3374:
3372:
3357:
3353:
3336:
3335:
3331:
3318:
3317:
3313:
3300:
3299:
3295:
3290:on 9 June 2015.
3276:
3272:
3259:
3255:
3245:
3243:
3234:
3233:
3229:
3216:
3212:
3202:
3200:
3191:
3190:
3186:
3173:
3169:
3164:
3160:
3147:
3143:
3127:
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:
3029:
3025:
3016:
3012:
3002:
3000:
2996:Robert Bogash.
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:
2824:
2820:
2807:
2800:
2795:
2791:
2778:
2774:
2758:
2757:
2750:
2748:
2744:
2737:
2735:"Archived copy"
2733:
2732:
2725:
2715:
2713:
2712:on 4 March 2016
2709:
2702:
2694:
2690:
2680:
2678:
2670:
2664:
2660:
2655:
2651:
2641:
2639:
2626:
2625:
2621:
2614:
2598:
2594:
2549:
2545:
2529:
2528:
2521:
2519:
2514:
2513:
2506:
2491:
2469:
2465:
2442:
2438:
2428:
2426:
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.
2258:
2254:
2239:
2235:
2225:
2223:
2219:
2208:
2199:
2192:
2185:
2168:
2157:
2147:
2145:
2141:
2130:
2126:
2125:
2121:
2114:
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:
1913:
1909:
1893:
1892:
1885:
1883:
1882:on 6 March 2019
1876:"Archived copy"
1874:
1873:
1869:
1853:
1849:
1841:
1837:
1821:
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
1116:
1113:
1112:
1095:
1092:
1091:
1071:
1067:
1059:
1056:
1055:
1027:
1024:
1023:
1006:
1003:
1002:
928:
895:
890:
874:Mitsubishi MU-2
845:
841:
790:
788:
785:
784:
758:
755:
754:
738:
735:
734:
706:
703:
702:
683:
679:
677:
674:
673:
654:
650:
648:
645:
644:
620:
614:
610:
601:
597:
595:
592:
591:
564:
561:
560:
542:
539:
538:
520:
517:
516:
485:
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:
3525:
3524:
3519:
3514:
3509:
3504:
3502:Aviation risks
3499:
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:
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:
3392:
3386:
3371:on 4 May 2021
3370:
3366:
3362:
3355:
3347:
3343:
3339:
3333:
3325:
3321:
3315:
3307:
3303:
3297:
3289:
3285:
3284:Aviation Fans
3281:
3274:
3267:
3266:0-521-80992-4
3263:
3257:
3241:
3237:
3231:
3224:
3220:
3214:
3199:on 8 May 2009
3198:
3194:
3188:
3181:
3180:1 85310 719 0
3177:
3171:
3162:
3155:
3154:0-13-339060-8
3151:
3145:
3137:
3131:
3115:
3111:
3105:
3098:
3094:
3091:
3086:
3079:
3073:
3066:
3061:
3054:
3048:
3040:
3039:
3034:
3027:
3020:
3014:
2999:
2998:"Deep Stalls"
2992:
2976:
2970:
2963:
2962:0-7715-9145-4
2959:
2953:
2944:
2928:
2922:
2913:
2906:
2902:
2896:
2889:
2885:
2881:
2876:
2867:
2865:
2857:
2852:
2836:
2829:
2822:
2815:
2814:0 7509 1838 1
2811:
2805:
2803:
2793:
2786:
2785:0 7509 1838 1
2782:
2776:
2768:
2762:
2743:
2736:
2730:
2728:
2708:
2701:
2700:
2692:
2676:
2669:
2662:
2653:
2637:
2633:
2629:
2623:
2615:
2609:
2605:
2604:
2596:
2588:
2584:
2579:
2574:
2570:
2566:
2562:
2558:
2554:
2547:
2539:
2533:
2517:
2511:
2509:
2500:
2496:
2492:
2486:
2482:
2478:
2474:
2467:
2459:
2455:
2451:
2447:
2440:
2425:
2424:
2419:
2412:
2397:on 5 May 2009
2396:
2392:
2388:
2382:
2371:
2364:
2363:"Stall speed"
2358:
2351:
2345:
2338:
2332:
2325:
2319:
2313:
2312:0-471-03032-5
2309:
2305:
2299:
2292:
2286:
2284:
2267:
2263:
2256:
2250:
2246:
2242:
2237:
2218:
2214:
2207:
2203:
2197:
2195:
2186:
2180:
2176:
2175:
2166:
2164:
2162:
2160:
2140:
2136:
2129:
2123:
2115:
2113:9780070362406
2109:
2105:
2100:
2099:
2090:
2083:
2082:0 7509 1838 1
2079:
2073:
2064:
2057:
2053:
2047:
2040:
2036:
2030:
2023:
2019:
2013:
2004:
1997:
1993:
1987:
1978:
1969:
1962:
1958:
1952:
1946:, pp. 296–311
1945:
1939:
1932:
1926:
1918:
1911:
1903:
1897:
1881:
1877:
1871:
1864:
1863:0-632-01877-1
1860:
1856:
1851:
1844:
1839:
1831:
1825:
1809:
1805:
1799:
1792:
1788:
1784:
1779:
1772:
1768:
1764:
1759:
1753:, Section 5.7
1752:
1746:
1737:
1731:
1730:3-540-97161-0
1727:
1723:
1722:0-387-97161-0
1719:
1715:
1709:
1703:
1702:1-56027-287-2
1699:
1695:
1692:Crane, Dale:
1689:
1685:
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:
1559:
1557:
1553:
1549:
1545:
1541:
1536:
1534:
1530:
1526:
1525:Wilbur Wright
1522:
1512:
1508:
1504:
1501:
1497:
1493:
1487:
1477:
1475:
1471:
1467:
1463:
1458:
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:
1272:
1269:
1263:
1261:
1256:
1255:tip of a wing
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:
923:
921:
916:
911:
909:
903:
900:
893:Dynamic stall
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:
434:
404:
397:
390:
389:
388:
385:
383:
378:
376:
372:
363:
356:
352:
343:
341:
337:
336:Short Belfast
327:
323:
321:
316:
311:
309:
305:
283:
281:
276:
274:
270:
265:
261:
246:
244:
238:
236:
232:
227:
223:
220:
216:
211:
209:
205:
196:
191:
182:
179:
175:
170:
166:
163:
158:
156:
152:
151:relative wind
148:
144:
140:
136:
127:
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:. Retrieved
2395:the original
2381:
2370:the original
2357:
2349:
2344:
2337:Aerodynamics
2336:
2331:
2324:Aerodynamics
2323:
2318:
2303:
2298:
2291:Aerodynamics
2290:
2270:. Retrieved
2266:the original
2255:
2240:
2236:
2224:. Retrieved
2212:
2172:
2146:. Retrieved
2139:the original
2122:
2097:
2089:
2072:
2063:
2046:
2029:
2012:
2003:
1986:
1977:
1968:
1951:
1943:
1938:
1931:Aerodynamics
1930:
1925:
1916:
1910:
1884:. Retrieved
1880:the original
1870:
1854:
1850:
1842:
1838:
1812:. 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
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.