Very surprised that no one so far has mentioned the angle of attack.
Whatever aircraft you fly, it will stall at a particular angle of attack. Regardless of what speed you do, the stalling angle of attack remains the same.
The stall warner is a small vane that moves with the aircraft's angle of attack. The angle of attack when the warning sounds will be set below the stalling angle of attack and provides a warning in suficient time so that should you not be expecting it, you can take appropriate action.
In a steep turn the lift vector is tilted to one side and in order to maintain enough lift opposing the weight (vertical), lift must be increased. This is done by inreasing the angle of attack.
Increasing the angle of attack increases the drag. Consequently, unless sometyhing is done, the aircraft will slow, reducing lift and requiring a further increase in angle of attack. During a medium turn, we accept the slight loss of speed.
During a steep turn, the increase in angle of attack required is significant resulting in the angle of attack being closer to the stalling angle of attack and for something to be done to counteract the drag if a constant height and speed is required.
G force is the ratio of lift generated to weight. In theory, with big enough of and engine, it is possible to apply a G force to the aircraft by accelerating the aircraft rapidly to a great speed while maintaining the angle of attack constant........the aircraft would experience a great increase in lift at a constant angle of attack due to the increased speed of the airflow and G would be increased without getting any closer to the stalling angle of attack.
When dealing with the topic of loading, we must always be aware of Va.
Below Va, the aircraft will reach the stalling angle of attack before something breaks. Above Va, it is possible to bend/break the aircraft before reaching the stall!!
Furthermore, when talking about loading, remember that the aircraft is loaded in all directions......think about what a severe Yaw does to the horizontal loading of the fin and rudder!!!. Or think of the F16 in a vertical accelerating climb.....where is the highest loading acting then?
As for stalling in the turn.....one wing will have a higher angle of attack than the other. Consequently, one will stall before the other. We all know what happens when one wing stalls first and nothing is done to stop the wing drop!............although you might have to do nothing for a while in some aircraft while they roll from 60 left to 90 right.......others are a little more inclined to flick but no matter provided it is expected and at a safe height!
Regards,
DFC
PS. Aerofoil, you are now entering the more intersting phase of the training so enjoy expanding your experience of the aircraft envelope!!
