Originally Posted by
chornedsnorkack
Well, it won´t be in equilibrium any more than accelerated stall is an equilibrium condition. If the plane pitches nose up, it can reach stalling AoA. If the plane pitches nose down, it can reach zero AoA, or even AoA less than 360 degrees, in which case the lift is respectively 0g or negative.
Obviously, the airflow around any wing, whatever AoA, will be affected by shockwaves by the time freestream velocity reaches Mach 1,0.
Freestream velocity at mach 1 is not worth discussing in trans sonic aircraft. Much, much more will occur on the wing and aircraft structure itself at much lower speeds. Depending on the nature of the wing design, Mach Crit can occur anywhere from M0.7 to 0.75 free stream speed and onward where local flows produce shock waves. Since cruise speeds are in excess of mach crit on trans sonic aircraft, quite a lot goes on within the aircraft for the majority of the time it is airborne.
At the risk of sounding redundant, look at J.P. Davies nice little book, "Handling the Big Jets" where pages 109 through 140 apply. Chapter 6 has great bits too. He does a realy good job, as a test pilot on all sorts of aircraft, relaying the essence of a stall within comprable and valid circumstances. It is well tested and valid data.
Then check out "Fly the Wing" by Jim Webb, chapter 12, "Stalls" (basic) and then compare this to chapter 4, "High Altitude Machs". Chapter 4 is good stuff for jet aircraft, the subject of most here at pprune.
Some of what you say is valid, but it doesn't pertain to the discussion. The above two sources are well respected answers to issues raised in this discussion.