777DadandJr
Topic Author
Posts: 1484
Joined: Wed Feb 09, 2005 7:37 am

Stall Vs. Super Stall

Fri Dec 16, 2005 3:30 am

Can someone explain the difference between the two?
Also, what is the effect of the "T-tail" design, relating to the super stall condition?

Thanks in advance!

Russ wave 
My glass is neither 1/2 empty nor 1/2 full, rather, the glass itself is twice as big as it should be.
 
ArmitageShanks
Posts: 3735
Joined: Tue Dec 30, 2003 5:30 am

RE: Stall Vs. Super Stall

Fri Dec 16, 2005 3:34 am

Check this out. All the info you need!!

http://en.wikipedia.org/wiki/Deep_stall
 
usnseallt82
Posts: 4727
Joined: Tue Jan 06, 2004 4:49 pm

RE: Stall Vs. Super Stall

Fri Dec 16, 2005 3:45 am

Quoting 777DadandJr (Thread starter):
Can someone explain the difference between the two?

The most practical explanation...........recovery v. crash.
Crye me a river
 
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Starlionblue
Posts: 17049
Joined: Fri Feb 27, 2004 9:54 pm

RE: Stall Vs. Super Stall

Fri Dec 16, 2005 4:16 am

"Ordinary" stall:
- Airflow over the wing is disrupted such that it loses lift. Contrary to common belief, this can happen at any speed (high G turn can make a plane stall) but is more common at low speed.

"Deep" or "Super" stall:
- When a plane in a stall condition has a T-tail the stabilizer can fall into the jetwash of the wing. Thus there is no airflow over the stabilizer, and no stabilizer authority. This makes recovery tricky at best.

Compressor stall:
- When airflow through the engine compressor is disrupted. In many ways the same as a wing stall but for engine compressor blades.
"There are no stupid questions, but there are a lot of inquisitive idiots."
 
777DadandJr
Topic Author
Posts: 1484
Joined: Wed Feb 09, 2005 7:37 am

RE: Stall Vs. Super Stall

Fri Dec 16, 2005 4:59 am

Thanks for the info guys!
Very helpful.

Russ Big grin
My glass is neither 1/2 empty nor 1/2 full, rather, the glass itself is twice as big as it should be.

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