stalling angle

The critical or stalling angle of attack is typically around 15 for many airfoils.

The modifications included aerodynamic devices to improve aircraft control above the stalling angle.

For this reason the angle of attack is unstable when it is greater than the stalling angle.

Their primary purpose is to allow the aircraft to fly at a higher angle of attack before reaching the stalling angle.

Modification of such an airfoil with a fixed leading edge slot can increase the stalling angle to between 22 and 25 .

Later configuration of the same aircraft with modifications for parachutal flight above the stalling angle and also aerobatics.

When the angle of attack on the wing of an aircraft reaches the stalling angle the aircraft is at risk of autorotation.

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.

Injecting high energy air into the boundary layer produces an increase in the stalling angle of attack and maximum lift coefficient by delaying boundary layer separation from the airfoil.

When the angle of attack is less than the stalling angle any increase in angle of attack causes an increase in lift coefficient that causes the wing to rise.

For example, if the pilot uses the rearward side-stick to pitch the aircraft nose up, the control computers creating the flight envelope protection will prevent the pilot pitching the aircraft beyond the stalling angle of attack.

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.

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 effectiveness of the ailerons.

The position of the stick in steady flight is a very clear indication of the angle of attack, and having the stick back near the rearmost stop should warn the pilot that he is close to the stalling angle for the wing.