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Tip Stall
Aircraft with a swept wing suffer from a particular form of stalling behaviour at low speed. At high speed the airflow over the wing tends to progress directly along the chord, but as the speed is reduced a sideways component due to the angle of the leading edge has time to build up. Airflow at the root is affected only by the angle of the wing, but at a point further along the span, the airflow is affected both by the angle as well as any sideways component of the airflow from the air closer to the root. This results in a pattern of airflow that is progressively "sideways" as one moves toward the wingtip.
As it is only the airflow along the chord that contributes to lift, this means that the wing begins to develop less lift at the tip than the root. in extreme cases, this can lead to the wingtip entering stall long before the wing as a whole. In this case the average lift of the wing as a whole moves forward; the inboard sections are continuing to generate lift and are generally in front of the center of gravity (CoG), while the tips are no longer contributing and are behind the CoG. This produces a strong nose-up pitch in the aircraft, which can lead to more of the wing stalling, the lift moving further forward, and so forth. This chain reaction is considered very dangerous and was known as the pitch-up.
Tip stall can be prevented in a number of ways, at least one of which is found on almost all modern aircraft. An early solution was the addition of wing fences to re-direct sideways moving air back towards the rear of the wing. A similar solution is the dog-tooth notch seen on some aircraft, like the Avro Arrow. A more common modern solution is to use some degree of washout.
source: Wikitionary / Wikipedia and Related Sources (Edited)
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