A wing stalls when it reaches the critical angle of attack (about 16 degrees), which is the point where smooth air breaks down and becomes turbulent, considerably reducing the lift generated

The critical angle of attack is always the same regardless of airspeed, weight, wing loading, position of the center of gravity, load factor in maneuvers, altitude, etc. The wing stalls at a particular angle of attack, not a particular airspeed.

The steeper the bank angle, the higher the airspeed at which the stall angle of attack is reached:

—At a 30-degree bank angle, the stall speed is increased by 7% over the straight-and-level stall speed.

—At a 45-degree bank angle, the stall speed is increased by 19%.

—At a 60-degree bank angle, the stall speed is increased by 41%.

—At a 70-degree bank angle, the stall speed is increased by 100%, or doubled.

Stall speed will be increased any time lift from the wings is increased, which will occur in turns, when pulling out of dives, in gusts, and in turbulence. At 2 g (load factor 2) the stall speed increases by 1.41, and at 3 g by 1.71 times the level stall speed for the airplane. For example: If your airplane stalls at 50 knots when flying straight-and-level, it will stall at 71 knots in a 60 degree banked turn. If lift is increased by a factor of four in an aggressive maneuver, the stall speed will be doubled. In a rapid recovery from a dive, the effects of load factor would cause the stall speed to increase because of the rapid change in the angle of attack, since gravity and centrifugal force would prevent the airplane from immediately altering its flight path. Because the relative wind is opposite the flight path, the critical angle of attack will be reached at a higher airspeed.

The heavier the airplane, the greater is the lift force required. Because the stall speed varies with the square root of lift, an increase in airplane weight increases the stall speed-but does not affect the stall angle of attack. Remember that whenever your airplane weighs less than the maximum gross weight it will stall at a speed slightly below that specified in the POH.

Trying to raise a dropped wing with opposite aileron may have the reverse effect when the airplane is near the stall, resulting in a spin. If a wing drops when an aircraft is close to the stalling point, do not correct by putting the aileron on the dropped wing down (i.e., trying to lift the wing with the aileron). This will further increase the lower wing's effective angle of attack, resulting in the wing becoming more stalled and dropping further. Instead, if a wing drops close to the stall, correct with the rudder.

The stall angle of attack will be reached (straight-and-level) at the same stall indicated airspeed irrespective of altitude (If the airplane has a 1 g stall speed of 45 KIAS at 1000 ft, it's 1-g stall speed at 5000 ft will also be 45 KIAS).

Frost and ice add weight and disrupt airflow over the wing (causing early separation)—both of these factors increase the stall speed.

Avoiding Stalls/Spins: Decrease the angle of attack. If one wing drops and the airplane starts to spin in one direction, use the opposite rudder—NOT THE AILERON—to stop the yaw that is causing the spin. If you turn away from the spin using the ailerons, you will be using down aileron on the wing that is stalled, further increasing it's angle of attack. Counter a wing that is stalled, falls and yaws with opposite rudder. Always stop the yaw with rudder and leave the ailerons alone.