Okay...
here we go...I'll do my best...dodging the daggers as I go.

There is an airspeed for which every plane (wing or more specifically..airfoil) will stall. An example.... Your plane falls out of the air and drops in on the runway at say...20mph. This is when the angle between the relative wind and airfoil are excessive for a given weight. I will not discuss the difference between airspeed and groundspeed. This is better for another discussion and very hard to measure from the ground.

Anyway, assuming you do not change your wing configuration...ie. add flaps, swing wings, etc... this stall speed is affected greatly by the plane's actual weight. Put two identical planes side by side....add 1 lb to one and it will stall sooner...or another way put...at a higher speed. Thus, we say the heavier plane has a higher stall speed.

Okay, lets look at the effects of weight on the plane (airfoil). At a 60degree bank turn maintaining level flight (no altitude gain or loss) and without slowing down, the aircraft is pulling 2 Gs. This is fact... This 2Gs is also known as 2 times the weight of gravity. Thus, your 5 lb plane now weighs 10 lbs. Pull 10 gs and your 5 lb plane weights 50 lbs. In this configuration, the stall speed of the aircraft increases dramatically with the new temporary higher weight of your plane.

So...weight on the plane...real or G-induced has an adverse effect on the stall speed of your plane. This G-induced environment is not limited to level turns. It is most prevalent while pulling out of a loop. This is usually a high G pull.

During this high G pull it is possible for the stall speed of your plane to increase so much that it exceeds your current speed and you stall a wing. The wing that stalls first...and they usually don't stall together on high perf planes... drops and the flying wing keeps lifting. Thus, a roll/yaw is induced.

When the wing drops and the plane begins to snap roll, you should immediately reduce elevator. This reduction reduces g-loading and reduces stall speed. The stalled wing may start flying again allowing you to gradually increase elevator to round out the bottom of your maneuver without loading up the aircraft.

So...to prevent this... You want to be able tighten your loops and turns without stalling. You must reduce your overall plane weight (as this is multiplied at higher G loading), reduce your elevator throw, or increase the airfoil size (bigger wing or different camber).

As a sidebar note. An already heavy plane (or one with a small wing area) will high-speed snap more easily with a more nose heavy CG. This is because more elevator is needed to bring the nose up. This increased elevator increases G-loading which increases aircraft weight which increases stall speed and SNAP.

Oh and one more cool thing...as a plane slows into a full stall the order in which you lose flight control effectiveness is Ailerons, elevator, then rudder. This is why rudder is always so effective in slow flight. Also, why when you kick in full rudder during a full up elevator you get a great snap roll. As the plane's airspeed increases the flight controls come back in reverse order...first rudder, elevator, then ailerons.

more than .02 but he asked...got more? Please send to me direct. I don't get here to often since we have so many bad guys in the world these days.

hawk