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Then the downwind simply causes loss of altitude and finally the change from headwind to tailwind causes loss of airspeed that may be easily large enough to stall the aircraft. … Alpha-limit limits angle of attack to just below stall when the side-stick is moved all the way aft and alpha-protection sets full power when a slightly lower angle of attack threshold is exceeded. …

The lift, which is the aerodynamic force perpendicular to the relative wind, increases with angle of attack, which is the angle between the relative wind and the wing planform, until stall angle of attack … That is why aircraft actually stall at slightly slower speed when the engine is developing full power than when it is stopped. Read the How It Flies chapter 4 for more details on the forces. …

It is the overall centre of pressure that includes the stabilizer that moves back. The reason is that as the flow starts to separate, the lift it generates no longer increases linearly with angle of …

Well, stall is a limit to flight envelope, the one exceeding which is most dangerous, so stall prevention system is one of the systems that override pilot input if it would lead to exceeding the flight … And note that stall is directly related to pilot input, because in stable aircraft¹ the angle of attack is directly controlled by elevator and stabilizer position² and stall occurs when the critical for …

But if I’m right that you wouldn’t stall straight away You will stall right away. You won't pitch down immediately though. … The wings are still generating some lift, just less than before stall. …

That's not the case with most subsonic aircraft, which for efficiency reasons tend to cruise at altitudes where they have very small margin to stall. … As the stall speed increases with altitude while speed of sound slightly decreases with the lower temperature there, the stall speed will eventually equal critical mach number, which creates the coffin …

The trailing edge stall is also related to viscosity. … This is why wings with longer chord stall at lower angle of attack. Even if it is the same profile scaled up. …

Now when the helicopter reaches the point of stall, the tendency to pitch up will increase, and it won't be possible to compensate it with more forward cyclic, since the retreating side is not able to … So you still want to avoid getting into the retreating blade stall condition in the first place. …

NO, at least not during landing. And especially not an Airbus. Two reasons: While up in the jet stream a 150 knot wind is normal, wind over 100 knots (185 km/h, 115 mph) near the ground only occurs …

While this may seem pretty easy, it's not for a 12th-grade student like me. It definitely does not seem easy. It takes solid background in numeric integration, good working knowledge of a numeric …