A stall is one of the most misunderstood ideas in aviation. It is not about flying too slowly, it is about exceeding the wing’s critical angle of attack. Understanding that distinction makes stalls far less mysterious and far easier to prevent and recover from.
Part of our How Airplanes Work guide.
What a stall really is
A wing produces lift up to a certain critical angle of attack, the angle between the wing and the oncoming air. Beyond that angle, airflow separates from the top of the wing, lift drops sharply, and the wing stalls. The key point: a wing always stalls at the same critical angle of attack, regardless of airspeed or attitude.
Why “low speed” is only part of the story
Slow flight is where you most often reach the critical angle in normal operations, which is why stalls are associated with low speed. But you can stall at any airspeed if you pull hard enough, for example in a steep, aggressive turn. That is called an accelerated stall, and it shows why angle of attack, not the airspeed indicator alone, is what matters.
Recognizing a stall
- An aerodynamic buffet as airflow separates
- The stall warning horn or light
- Mushy, less responsive controls
- A high nose attitude or high control back-pressure
How to recover
The recovery is simple and the same every time: reduce the angle of attack by lowering the nose to reconnect the airflow, add power as needed, and level the wings, then return to normal flight. Reducing angle of attack is the essential first action; power alone does not break a stall.
Load factor and turns
In a turn you must increase lift to hold altitude, which increases load factor and raises the speed at which the wing will reach its critical angle. Stall speed rises with the square root of load factor, so a level 60-degree-bank turn, which pulls about 2 Gs, raises stall speed by roughly 40 percent. Extending flaps works the other way, lowering stall speed for slower approaches. Smooth, coordinated flying and respect for angle of attack keep stalls a non-event.
Stalls and spins
A stall flown out of coordination, such as a skidding cross-control turn from base to final, can drop a wing and develop into a spin. That is why instructors stress coordinated rudder use and why uncoordinated stalls near the ground are so dangerous. Keeping the ball centered and the angle of attack in check is the best spin prevention there is.
What you'll need
The FAA handbooks that explain aerodynamics and stalls, from PilotMall.com.
Frequently asked questions
What causes a stall?
Exceeding the wing’s critical angle of attack, which causes airflow to separate and lift to drop. It is about angle of attack, not airspeed alone.
Can you stall at high speed?
Yes. An accelerated stall happens when you exceed the critical angle of attack at higher speed, such as in an aggressive turn.
How do you recover from a stall?
Reduce the angle of attack by lowering the nose, add power as needed, and level the wings.
Why does stall speed increase in a turn?
Turning increases load factor, which raises the speed at which the wing reaches its critical angle of attack.