The Following is taken from a Naval Aviation Student guide and quotes from Aerodynamics for Naval Aviators:
STALL SPEED
As angle of attack increases, up to CLmax AOA, true airspeed decreases in level flight. SinceCL decreases beyond CLmax AOA, true airspeed cannot be decreased any further. Therefore the minimum airspeed required for level flight occurs at CLmax AOA. Stall speed (VS) is the minimum true airspeed required to maintain level flight at CLmax AOA. Although the stall speed
may vary, the stalling AOA remains constant for a given airfoil. Since lift and weight are equal in equilibrium flight, weight (W) can be substituted for lift (L) in the lift equation. By solving for velocity (V), we derive a basic equation for stall speed. max
By substituting the stall speed equation into the true airspeed equation and solving for indicated airspeed, we derive the equation for the indicated stall speed (IASS). Weight, altitude, power, maneuvering, and configuration greatly affect an airplane’s stall speed. Maneuvering will increase stall speed, but will not be discussed until the lesson that deals with turning flight.
As airplane weight decreases stall speed decreases because the amount of lift required to maintain level flight decreases. When an airplane burns fuel or drops ordnance, stall speeds decrease. Carrier pilots often dump fuel before shipboard landings in order to reduce stall speed and approach speed.
A comparison of two identical airplanes at different altitudes illustrates the effect of altitude on stall speed. The airplane at a higher altitude encounters fewer air molecules. In order to create sufficient dynamic pressure to produce the required lift, it must fly at a higher velocity
(TAS). Therefore, an increase in altitude will increase stall speed. Since ρ0 is constant, indicated stall speed will not change as altitude changes.
The stall speed discussed up to this point assumes that aircraft engines are at idle, and is called power-off stall speed. Power-on stall speed will be less than power-off stall speed because at high pitch attitudes, part of the weight of the airplane is actually being supported by the vertical component of the thrust vector. For propeller driven airplanes the portion of the wing immediately behind the propeller produces more lift because the air is being accelerated by the propeller. Power-on stall speed in the T-34C is approximately 9 knots less than poweroff stall speed.
http://www.netc.navy.mil/nascweb/api...April_2008.pdf
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