There is no other definition. When ever the term stall is used it refers to max cl / max aoa .
Stall speed is max aoa At a speed where the verticle lift component =weight.
HiTech
The aerodynamic stall is clear enough on a theoretical wing. When parts of the wing stall at different times I imagine the loss of lift is partially offset by the part of the wing that increased AOA without reaching the critical angle. If we hear the stall horn when any lift point of the wing exceeds the critical AOA we don't know that we're getting max CL on the wing as a whole, we just know that part of the wing stalled and we must be near max CL. Badboy told me you have to flight test different speed and radial g combinations to find the best sustained turn when I was looking for a formula to figure it out from stall speeds. It's easy to get close but hard to get it exactly right.
If the lift curve is fairly flat on top, as on a low aspect ratio wing, it appears you can increase AOA and increase drag while maintaining CLmax for a bit before CLmax decreases.
Pulling to the stall horn is good general advice but it doesn't help BnZ know if he's making his best sustained turn or if he can improve it.
It's not for combat Morf. It is for learning things about airplanes that can later be useful for fighting in them.
Well, here's an example: When turning an airplane at what is supposed to be the optimum for sustained turn rate, and what is less than optimum, I can't eyeball a difference. And I find that I don't personally have enough hands and eyes to monitor the instruments, keep bank angle perfect and ball centered, AND time the turn with a stopwatch with any sort of precision. And this kind of thing can be very important in combat. For instance, what is the best flap setting and speed for best sustained turn rate on a C205? I have no idea should I need to know for a Snapshot or FSO, and as elucidated above, I have no practical way to find out except laborious testing that might not turn out accurate anyway.
You don't need the exact figures. Take the C205 with your combat load and fly it fast enough to pull 4g at the altitude you expect to fight at. Hold 4g until you slow down enough that you can't maintain 4g. The stall horn will warn you. If you don't slow down make a shallow spiral climb at 4g. Note the minimum IAS where you can pull 4gs. This is twice your stall speed. Now take your stall speed and multiply by 1.67. This is your 2.8g stall speed. Multiply your stall speed by 1.7 and you get your 3g stall speed. These 2 speeds are your best sustained turn speed range. The 3g speed is likely fast enough to loop vertically. The 2.8g speed is likely closer to your best sustained turn but the actual speed and radial g load factor depends on the specific aircraft. For better figures you would use these numbers as a starting point for testing. For air combat with changing weights and altitudes they may be close enough that you don't need to improve them and it's a fast way to get useful figures for unfamiliar aircraft.
If there's no time to test use the default auto climb/speed setting at 3g for sustained turn. The easy way to time turn rate tests is to film them, focus on flying, time them while watching the film.
